k
MD-11
Flight Crew Operations Manual
Volume II - Operating Procedures
KLM - Royal Dutch Airlines
Royal Dutch Airlines
Revision Number: 57/58/59/60KL
Revision Date: April 15, 2011
Copyright Information
The right to reproduce, distribute, display, and make derivative works from this document, or any portion
thereof, requires permission from KLM. For more information, contact KLM MD11 Flight Technical SPL/NJ,
P.O. Box 7700, Schiphol. Email address flt.tech.md11@klm.com.
MD11 FCOM OPS
Revisions, Log of Pages, Bulletins, etc.
2. Operating Procedures
2.1 Introduction
2.2 Procedures and Techniques
2.3 Normal Procedures
2.4.1 General
2.4.2 Air
2.4.3 All Weather Operations
2.4.4 Autoflight
2.4.5 Config
2.4
Supplemental
P
Procedures
d
2.4.6 Doors
2.4.7 Elec
2.4.8 ENG/APU
2.4.9 FMS
2.4.10 Fuel
2.4.11 Hyd
2.4.12 Misc
2.5
5
Emergency
g
y
Procedures
26
2.6
Abnormal
Al t
Alerts
2.7 Abnormal
Non--Alerts
Refer to FCOM Vol 2 Emergency
and Abnormal procedures
2.8 Level 1/0
2.9 Limitations
2.10 Performance Data
REVISION RECORD
FCOM Procedures
1.
MD-11
Revision 60KL
REVISION RECORD
No.
Revision Date
51KL
54KL
57KL
58KL
59KL
60KL
Date
Filed
No.
Revision Date
8 January, 2007
52KL
53KL
17 September,
2007
4 February,
2008
55KL
56KL
15 April, 2009
Date
Filed
15 April, 2011
This revision reflects the most current information available.
The KLM FCOM version will follow the revision numbers from Boeing’s FCOM.
The following revision highlights explain changes in this revision.
2.
GENERAL
MD11 Flight Technical issues Flight Crew Operations Manual revisions to provide new or revised
procedures and information. Formal revisions also incorporate appropriate information from previously
issued Temporary Instructions .
The revision date is the effective date of the manual.
Formal revisions include a new Revision Record, Revision Highlights and a current Log of Pages.
3.
FILING INSTRUCTIONS
Keep applicable Temporary Revisions unless instructed to remove them by the highlights. This manual is
revised by pages. To file a revision package, use the LOP to verify the correct content of the manual. Use
the pages provided in the package to add or replace the corresponding pages in the manual. Removed
pages are marked DEL on the LOP. There are no replacement pages for deleted pages.
4.
REVISION HIGHLIGHTS
Highlights and revision bars are provided for technical changes. In some sections, text may be rewritten
or reformatted for clarity or other editorial purposes; these changes will have revision bars, but may not
have highlights. Pages may also be republished without revision bars due to slight changes to the flow of
the document generated by the publishing system.
2.1 INTRODUCTION
2.1.1 General
3. EMERGENCY/ABNORMAL PROCEDURES
This chapter is moved to FCOM Volume II -- Emergency and Abnormal Procedurs.
2.2 PROCEDURES AND TECHNIQUES
2.2.TOC
Updated.
15 APR 2011
Revsion Record
Page 1
REVISION RECORD
FCOM Procedures
MD-11
Revision 60KL
2.2.1 General
2.3 EMERGENCY/ABNORMAL PROCEDURES
Incorporated T/R. Delete T/R page 3A/B.
2.5 EVENTS REQUIRING MAINTENANCE INSPECTIONS
Added inspection after operations on SWR Airport runways due to the roughness of the surface
runway.
2.2.3 Take--Off
1. DEPARTURE BRIEFING
Incorporated T/R. Delete T/R page 1A/2A.
3. TAKE--OFF PROCEDURE
Incorporated T/R. Delete T/R page 1A/2A.
5. REJECTED TAKEOFF
Page 5: -- Deleted text “Perform QRH if applicable”. This line--item is already covered by procedure
on previous page.
2.2.5 Approach and Landing
2. ARRIVAL BRIEFING
Incorporated T/R. Delete T/R page 3A/B.
8. RNP APCH / RNAV APPROACHES
Incorporated T/R. Delete T/R page 9A/9B.
9. LANDING PROCEDURES
Incorporated T/R. Delete T/R page 11A/11B.
13. BOUNCED LANDING RECOVERY
Priority of procedure switched. When a bounced landing is encountered a consideration to initiate a
go--around is highly recommended. If a go--around jeopardizes the situation, avoid rapid pitch down
rates to avoid nose gear touch down first.
2.2.6 Go--Around
4. ILS PRM BREAKOUT
Incorporated T/R. Delete T/R page 3A/3B.
2.2.8 Critical Flight Conditions
2. VOLCANIC ASH
Procedure revised to Boeing FCOM layout and content. See for full procedure in FCOM Volume II -Emergency and Abnormal Procedures.
2.3 NORMAL PROCEDURES
2.3.2 Expanded Normal Procedures
1. CAPTAIN’S COCKPIT PREPARATION PROCEDURE
Incorporated T/R. Delete T/R page 3A/3B.
2. FO’s COCPIT PREPARATION PROCEDURE
Page 6: Incorporated FCOM Bulletin in procedure.
9. DESCENT PROCEDURE
Note added to include information regarding thermal stabilization issues in the GE engines. This
update is due to a change in the engine manufacturer’s Operating Instructions.
Arrival Briefing: Incorporated T/R. Delete T/R page 3A/B.
Revision Record
Page 2
15 APR 2011
REVISION RECORD
FCOM Procedures
MD-11
Revision 60KL
2.4 SUPPLEMENTAL PROCEDURES
2.4.1 General
2.2 VALIDITY
Performing of Final Check revised.
Incorporated T/R about Daily Check; this check shall not exipre before completion of the flight.
Delete T/R page 2A/2B.
2.4.3 All Weather Operation
1.8 LANDING
Added MAX autobrake setting to procedure.
2. ENGINE AND AIRFOIL ANTI--ICE
Incorporated T/R. Delete T/R page 10A/10B.
2.4.9 FMS
1. DISPATCH WITH FMS 2 INOPERATIVE
Incorporated T/R. Delete T/R page 1A/1B.
2.5 EMERGENCY PROCEDURES
Complete chapter can be deleted, chapter moved to FCOM II -- Emergency and Abnormal
Procedures.
2.6 ABNORMAL ALERTS
Complete chapter can be deleted, chapter moved to FCOM II -- Emergency and Abnormal
Procedures.
2.7 ABNORMAL NON--ALERTS
Complete chapter can be deleted, chapter moved to FCOM II -- Emergency and Abnormal
Procedures.
2.9 LIMITATIONS
2.9.1 General
2. MAXIMUM WEIGHTS
Each half year, an analysis on potential lost revenues versus reduced Navigation & Airport Charges
will give a new Maximum Takeoff Weight for the MD--11. As per summer or winter schedule a new T/R
will be published.
2.9.5 Flight Guidance
2. FMS PROF MODE
Incorporated T/R. Delete T/R page 1A/1B.
Renumbered subsequent paragraph.
8. REQUIRED NAVIGATION PERFORMANCE (RNP) OPERATIONS
Incorporated T/R. Delete T/R page 4A/4B.
–oOo–
15 APR 2011
Revsion Record
Page 3
REVISION RECORD
FCOM Procedures
MD-11
Revision 60KL
INTENTIONALLY LEFT BLANK
Revision Record
Page 4
15 APR 2011
0.0.2
FCOM Procedures
MD-11
Page
Date
0.0.2 T/R Volume II
1A
1B
15 APR 2011
15 APR 2011
2.9.1
1A
1B
31 OCT 2010
27 MAR 2011
FCOM Ref
T/R LOG OF PAGES - VOLUME II
Index sheet Volume II
–oOo–
15 APR 2011
0.0.2 T/R Volume II
Page 1A
0.0.2
FCOM Procedures
T/R LOG OF PAGES - VOLUME II
MD-11
INTENTIONALLY LEFT BLANK
0.0.2 T/R Volume II
Page 1B
15 APR 2011
0.0.2
FCOM Procedures
FCOM Ref
MD-11
Page
(Revision no. 60KL included)
Date
Index sheet Volume II
0.0.2 Volume II
1
2
3
4
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
2.1 TOC
1
2
15 APR 2011
15 APR 2011
2.1.1
1
2
3
4
15 APR 2011
8 JAN 2007
8 JAN 2007
8 JAN 2007
2.2 TOC
1
2
15 APR 2011
15 APR 2011
2.2.1
1
2
3
4
5
6
7
8
17 SEP 2007
4 FEB 2008
15 APR 2011
17 SEP 2007
15 APR 2009
08 JAN 2007
15 APR 2011
08 JAN 2007
2.2.2
1
2
3
4
5
6
08 JAN 2007
17 SEP 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
2.2.3
1
2
3
4
5
6
15 APR 2011
15 APR 2011
08 JAN 2007
15 APR 2009
15 APR 2011
08 JAN 2007
2.2.4
1
2
08 JAN 2007
08 JAN 2007
2.2.5
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
15 APR 2009
15 APR 2009
15 APR 2011
15 APR 2009
15 APR 2009
15 APR 2009
15 APR 2009
15 APR 2009
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
LOG OF PAGES - VOLUME II
FCOM Ref
Page
Date
2.2.6
1
2
3
4
08 JAN 2007
17 SEP 2007
15 APR 2011
08 JAN 2007
2.2.7
1
2
3
4
15 APR 2009
15 APR 2009
15 APR 2009
15 APR 2009
2.2.8
1
2
3
4
5
6
7
8
15 APR 2011
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
2.3 TOC
1
2
17 SEP 2007
08 JAN 2007
2.3.1
1
2
3
4
15 APR 2009
17 SEP 2007
08 JAN 2007
08 JAN 2007
2.3.2
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
15 APR 2009
4 FEB 2008
15 APR 2011
15 APR 2009
4 FEB 2008
15 APR 2011
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
15 APR 2011
15 APR 2009
4 FEB 2008
4 FEB 2008
15 APR 2009
4 FEB 2008
15 APR 2011
4 FEB 2008
4 FEB 2008
15 APR 2009
4 FEB 2008
4 FEB 2008
2.3.3
1
2
3
4
5
6
15 APR 2009
08 JAN 2007
08 JAN 2007
17 SEP 2007
08 JAN 2007
15 APR 2009
0.0.2 Volume II
Page 1
0.0.2
FCOM Procedures
MD-11
LOG OF PAGES - VOLUME II
(Revision no. 60KL included)
FCOM Ref
Page
Date
2.4. TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.1 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.1
1
2
3
4
5
6
7
8
08 JAN 2007
15 APR 2011
15 APR 2009
17 SEP 2007
08 JAN 2007
08 JAN 2007
17 SEP 2007
08 JAN 2007
2.4.2 TOC
1
2
2.4.2
Page
Date
2.4.8
1
2
3
4
5
6
7
8
17 SEP 2007
08 JAN 2007
08 JAN 2007
17 SEP 2007
15 APR 2009
17 SEP 2007
08 JAN 2007
17 SEP 2007
2.4.9 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.9
1
2
15 APR 2011
15 APR 2011
08 JAN 2007
08 JAN 2007
2.4.10 TOC
1
2
4 FEB 2008
08 JAN 2007
1
2
3
4
08 JAN 2007
15 APR 2009
08 JAN 2007
08 JAN 2007
2.4.10
2.4.3 TOC
1
2
17 SEP 2007
08 JAN 2007
1
2
3
4
5
6
08 JAN 2007
08 JAN 2007
4 FEB 2008
4 FEB 2008
4 FEB 2008
4 FEB 2008
2.4.3
1
2
3
4
5
6
7
8
9
10
11
12
17 SEP 2007
17 SEP 2007
15 APR 2009
17 SEP 2007
17 SEP 2007
15 APR 2011
15 APR 2011
4 FEB 2008
17 SEP 2007
15 APR 2011
17 SEP 2007
17 SEP 2007
2.4.11 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.11
1
2
08 JAN 2007
08 JAN 2007
2.4.12 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.12
1
2
08 JAN 2007
08 JAN 2007
2.4.4 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.4
1
2
08 JAN 2007
08 JAN 2007
2.4.5 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.5
1
2
08 JAN 2007
08 JAN 2007
2.4.6 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.6
1
2
08 JAN 2007
08 JAN 2007
2.4.7 TOC
1
2
08 JAN 2007
08 JAN 2007
2.4.7
1
2
08 JAN 2007
08 JAN 2007
2.4.8 TOC
1
2
17 SEP 2007
08 JAN 2007
0.0.2 Volume II
Page 2
FCOM Ref
15 APR 2011
0.0.2
FCOM Procedures
MD-11
LOG OF PAGES - VOLUME II
(Revision no. 60KL included)
FCOM Ref
Page
Date
2.8 TOC
1
2
08 JAN 2007
08 JAN 2007
2.8.1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
4 FEB 2008
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
2.8.2
1
2
08 JAN 2007
08 JAN 2007
2.9 TOC
1
2
15 APR 2009
15 APR 2011
2.9.1
1
2
3
4
4 FEB 2008
15 APR 2009
17 SEP 2007
08 JAN 2007
2.9.2
1
2
08 JAN 2007
08 JAN 2007
2.9.3
1
2
3
4
5
6
08 JAN 2007
08 JAN 2007
15 APR 2009
15 APR 2009
15 APR 2009
15 APR 2009
FCOM Ref
Page
Date
2.9.4
1
2
15 APR 2009
08 JAN 2007
2.9.5
1
2
3
4
5
6
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
15 APR 2011
2.9.6
1
2
15 APR 2009
08 JAN 2007
2.9.7
1
2
08 JAN 2007
08 JAN 2007
2.9.8
1
2
08 JAN 2007
08 JAN 2007
2.9.9
1
2
3
4
08 JAN 2007
08 JAN 2007
08 JAN 2007
08 JAN 2007
2.10 TOC
1
2
08 JAN 2007
08 JAN 2007
2.10.1
1
2
08 JAN 2007
17 SEP 2007
–oOo–
15 APR 2011
0.0.2 Volume II
Page 3
0.0.2
FCOM Procedures
MD-11
LOG OF PAGES - VOLUME II
(Revision no. 60KL included)
INTENTIONALLY LEFT BLANK
0.0.2 Volume II
Page 4
15 APR 2011
2.1
FCOM Procedures
2.1.1
MD-11
INTRODUCTION
Table of Contents
INTRODUCTION
1.
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Flight Crew Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Emergency / Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
4.
Warnings / Cautions / Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
5.
Alerts and Consequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
6.
System Controller Auto and Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . page 3
15 APR 2011
ToC
Page 1
2.1
FCOM Procedures
MD-11
INTRODUCTION
Table of Contents
INTENTIONALLY LEFT BLANK
–oOo–
ToC
Page 2
15 APR 2011
FCOM Procedures
1.
MD-11
2.1
INTRODUCTION
2.1.1
General
FOREWORD
The MD--11 Flight Crew Operations Manual provides descriptive information and operational procedures
to be used as a guide for operation of the MD--11 aircraft.
Instructions are based on the JAA/IVW--DL approved Airplane Flight Manual, the Boeing MD-11 Flight
Crew Operating Manual and General Electric Operating Instructions.
Comments or inquiries concerning this manual should be addressed to:
KLM SPL/NJ
MD--11 Flight Technical
P.O. Box 7700, 1117ZL Schiphol--Oost
Telephone +31 (0)20 30 42757
E--mail: flt.tech.md11@klm.com
2.
FLIGHT CREW OPERATING MANUAL
The Flight Crew Operating Manual consists of four volumes which contain the information required for
operation of the aircraft.
Volume I, Quick Reference Handbook (QRH), contains Emergency and Abnormal procedures extracted
from Volume II but presented in abbreviated format for quick reference. Line items in Volumes I and II are
identical. The Volume I procedures, however, are abbreviated by deleting explanatory material contained
in the amplified Volume II procedures. In addition, Volume I contains a list of Level 1 alerts that must be
addressed by maintenance prior to takeoff.
Volume II, Operating Procedures, contains Procedures & Techniques, Normal Procedures, Supplemental
Procedures, Expanded Emergency and Abnormal Procedures, Level 1 and Level 0 Alerts, Limitations,
Reference Data and Performance Sections.
Volume III, Systems Description, contains descriptive aircraft systems information. The volume is divided
into 18 chapters listed alphabetically.
Volume IV, Performance, contains performance data extracted from the original Aircraft Flight Manual.
Temporary Revisions
Temporary Revisions are issued for the purpose of ensuring continued safety of flight. Temporary
Revisions are printed on yellow paper and are filed in the FCOM facing the procedure or topic to which
they apply. They are to be retained in the FCOM until notified to remove them.
FCOM Bulletins
FCOM Bulletins provide information concerning technical and/or operational issues. Additionally,
instructions may be provided to handle long--lasting deficiencies in the fleet or on specific aircraft until the
problem has been resolved or appropriate procedures have been established.
The Bulletin is required reading matter, printed on blue paper and must be filed in FCOM Volume II after
the bulletins TAB until notified to remove them.
3.
EMERGENCY/ABNORMAL PROCEDURES
Refer to FCOM Vol 2 Emergency and Abnormal procedures.
15 APR 2011
2.1.1
Page 1
MD-11
FCOM Procedures
4.
2.1
INTRODUCTION
2.1.1
General
WARNINGS/CAUTIONS/NOTES
The following definitions and presentations apply to WARNINGS, CAUTIONS, and NOTES.
WARNING: Operating procedures, techniques, etc., which could result in personal injury or
greater consequences if not carefully followed. Warnings are printed in bold face
type.
CAUTION:
Operating procedures, techniques, etc., which could result in damage to equipment if
not carefully followed. Cautions are printed in boldface type.
NOTE: Operating procedures, techniques, etc., which are considered essential to emphasize.
Information contained in notes may also be safety related. The heading and text are italicized.
5.
ALERTS AND CONSEQUENCES
There are four basic levels of alert information. Most alerts are inhibited from throttle advance or 80 knots
to 400 or 1000 feet on takeoff, and from 1000 feet to 80 knots on landing. Additionally the alert inhibit
function is released after 2 minutes if the aircraft has not landed.
Level 3 Alerts / Level 2 Alerts
Refer to FCOM Vol 2 Emergency and Abnormal procedures.
Level 1 Alerts
Level 1 alerts indicate abnormal operational or aircraft system conditions which require crew awareness
and may require subsequent compensatory action. However, they normally do not affect safety of flight.
Level 1 alerts are amber and not enclosed in a rectangular box. They may be displayed on the EAD or
only on the system synoptic display. The two MASTER CAUTION lights may illuminate simultaneously
with the display of a Level 1 alert on the EAD. Other Level 1 alerts may be annunciated by a flashing
reminder message in the lower right--hand corner of the EAD and illumination of a system display cue
switch. Some level 1 alerts that appear on the EAD are resettable.
The MASTER CAUTION lights can be reset by pushing the associated illuminated cue switch on the
system display control panel, or by pushing either amber MASTER CAUTION light. A flashing reminder
message can be reset by pushing the associated cue switch which will display the system synoptic
display. The Level 1 alert on the EAD or the flashing reminder message will then be replaced by a steady
(non--flashing) reminder message on the EAD.
Level 0 Alerts
Level 0 alerts indicate operational or systems status information. They are displayed on the EAD in cyan
and are not enclosed in a box. Level 0 alerts do not activate the MASTER WARNING or MASTER
CAUTION lights. Level 0 alerts are not resettable but will be removed from the EAD when the condition
causing them no longer exists.
Consequences
When certain level 1 alert is displayed, electronic messages called consequences will be displayed at the
bottom of the system synoptic page. These statements may include both the consequences of the
malfunction and guidance toward necessary crew action. Information contained in the consequence
statements includes system capability or limitations (e.g., GPWS INOPERATIVE), crew response
required by the condition (e.g., MAY HAVE TO DEPART ICING AREA), a prohibition as a result of the
condition (e.g., DO NOT CONNECT EXTERNAL POWER) or cause of the failure (e.g., YAW DAMP
CHAN FAILED).
2.1.1
Page 2
15 APR 2011
FCOM Procedures
6.
MD-11
2.1
INTRODUCTION
2.1.1
General
SYSTEM CONTROLLER AUTO AND MANUAL OPERATION
The aircraft systems are designed to be operated primarily in the automatic mode, each managed by a
single--channel or dual--channel automatic system controller. In the case of a single--channel failure in a
dual--channel controller, the controller will continue to operate normally. In the event of a total controller
failure, each system will revert to a safe programmed configuration and can be manually operated by the
flight crew. The associated system display synoptic and the Pilot’s overhead panel will always display the
actual system configuration.
When the automatic system controllers are operating in the automatic mode and an overhead panel
switch is pushed, no switch action will result and the associated systems MANUAL light will flash. If
manual operation of the panel switch is required, the system must be transferred to the manual mode by
pushing the system switch.
In the automatic system controllers of the HYDRAULIC system, AIR system and FUEL system (which are
dual--channel controllers), certain transient failures can be reset by switching to the other channel of the
controller. This can be accomplished by selecting the associated system to MANUAL mode, and then
back to AUTO. Note any fault in the maintenance log that is cleared by this procedure. Preflight tests that
are in progress will be interrupted by this procedure and must be re-accomplished either automatically or
manually.
15 APR 2011
2.1.1
Page 3
FCOM Procedures
MD-11
2.1
INTRODUCTION
2.1.1
General
INTENTIONALLY LEFT BLANK
–oOo–
2.1.1
Page 4
15 APR 2011
2.2
MD-11
FCOM Procedures
2.2.1
2.2.3
2.2.4
1.
Operating Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Operating and Monitoring Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.2
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.3
Emergency / Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.4
Level 1 and Level 0 Alert Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
2.5
Auto Flight System (AFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5
2.6
Flight Management System (FMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
3.1
Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
3.2
Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
4.
Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
5.
Events Requiring Maintenance Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
GROUND OPERATION
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Towing (Pushback) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
4.
Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
5.
Taxi Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
TAKE-OFF
1.
Departure Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Normal Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Take-off Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
4.
Take-off without use of PROF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
5.
Rejected Take--Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
CLIMB, CRUISE AND DESCENT
1.
2.2.5
Table of Contents
GENERAL
3.
2.2.2
PROCEDURES & TECHNIQUES
Climb, Cruise and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
APPROACH AND LANDING
1.
Approach General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Arrival Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
3.
Approach Initiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
4.
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
5.
ILS (Category III, II, I) Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5
6.
Non--Precision Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
7.
Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8
8.
RNP Apch / RNAV Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 9
9.
Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 11
10. Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13
11. Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13
12. Threshold Crossing Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13
15 APR 2011
ToC
Page 1
2.2
MD-11
FCOM Procedures
PROCEDURES & TECHNIQUES
Table of Contents
13. Bounced Landing Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14
14. Use of Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14
15. Use of Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 15
16. Calculated Landing Distance for Abnormal Aircraft Configuration . . . . . . . . page 15
2.2.6
2.2.7
2.2.8
GO-AROUND
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Go--Around Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Wave--Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
4.
ILS PRM Breakout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
ENGINE FAILURE
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Engine Failure Before V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Engine Failure After V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.1
Engine Failure Before Passing Diversion Point . . . . . . . . . . . . . . . . . . . page 1
3.2
Engine Failure After Passing Diversion Point . . . . . . . . . . . . . . . . . . . . page 3
4.
Engine Failure En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
5.
N-1 Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
6.
N-1 Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
7.
N-1 During Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
CRITICAL FLIGHT CONDITIONS
1.
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Volcanic Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Ground Proximity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
3.1
EGPWS Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
3.2
EGPWS Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
4.
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
5.
TCAS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5
6.
Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
7.
Upset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
7.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
7.2
Bank Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
7.3
Nose High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
7.4
Nose Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
–oOo–
ToC
Page 2
15 APR 2011
FCOM Procedures
1.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
OPERATING POLICY
KLM Standard Operating Policy is laid down in the OM Part A, Basic Operations Manual (BOM). These
general policies are not, or only partially, covered in the Flight Crew Operating Manual.
Normally the captain occupies the LH seat, the first officer the RH seat.
For take-off and landing the pilots must adjust their seats to obtain the eye reference position.
Rudder pedals must be adjusted by both pilots to enable full rudder application without inadvertent brake
application.
2.
OPERATING AND MONITORING PROCEDURES
2.1
GENERAL
During all phases of flight, disciplined crew co-ordination and communication will enable the crew to be
permanently aware of each other’s actions, aircraft configuration, system status, aircraft position and
ATC communication. All crew actions and tasks are to be monitored by each pilot. Errors in judgement or
deviations from standard procedures are to be reported to the other pilot without delay.
Standard warning calls are:
– ’BANK’
: When the applicable maximum manoeuvring bank limit is exceeded.
– ’SPEED’
: When the speed deviates more than +5/--5 kt from the correct value in case accurate
speed control is essential.
– ’SINK RATE’ : During approach, when the rate of descent exceeds 1000 ft/min.
If the PF wants to hand over control he will clearly state ’YOUR CONTROLS’. Transfer of control shall be
acknowledged by stating ’MY CONTROLS’.
The PNF will repeat the PF’s commands to indicate understanding and compliance with the command.
If not, he will inform the PF accordingly.
Many duties may be carried out by either pilot depending on which one at the particular time is more
readily available. However, system handling by the PF shall never interfere with his main task i.e. flying
the aircraft.
The actual status of the AFS is indicated on the FMAs. Therefore the follow-up of FCP, FMS, ATS/AP
disconnect buttons and GA button actions must be carefully monitored by both pilots on their individual
FMA.
2.2
NORMAL PROCEDURES
For Normal Procedures refer to FCOM II -- NORMAL PROCEDURES.
2.3
EMERGENCY / ABNORMAL PROCEDURES
This section amplifies the procedures to be performed in the event of emergency or abnormal conditions.
Emergency and Abnormal Procedures fall into two categories: Alert procedures and Non--Alert
procedures.
Emergency Alert procedures are provided alphabetically in the Emergency Alert section, and are
annunciated by the display of a red LEVEL 3 alert and an aural warning. Abnormal Alert procedures are
listed alphabetically in the Abnormal Alert section, and are annunciated by the display of an amber Level
2 alert. All alert procedure titles use the exact wording of the EAD alert message.
NOTE: On very rare occasions a parameter may “X” out and then return. In this case, the data is as valid
as it was prior to the “X” being displayed and the pilots should comply with any related alerts as
they would normally.
17 SEP 2007
2.2.1
Page 1
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
Emergency and Abnormal Non--Alert procedures are listed alphabetically in the applicable Non--Alert
section. These procedures are not annunciated by the alerting system.
All emergencies require immediate attention and corrective or subsequent action by the crew.
All procedures assume the overhead circuit breaker panel, lights, and displays will be checked when
appropriate to any procedure. Resetting of a tripped circuit breaker by the flight crew is not
recommended.
NOTE: Do not reset any tripped fuel pump or hydraulic auxiliary pump circuit breakers.
CAUTION:
One reset of any other tripped circuit breaker other than a fuel pump or hydraulic
auxiliary pump circuit breaker may be attempted after a cooling period of
approximately 2 minutes. If the circuit breaker trips again, do not attempt another
reset.
Indiscriminate pulling or resetting of circuit breakers for systems or components
may cause unanticipated results because of systems interrelationships.
For cabin systems CBs, the following applies:
– Reset of a tripped CB is not allowed.
– Pull--out / push--in of a cabin system CB is only allowed in concert with Technical Specialist MD--11.
CBs can be clipped or marked:
Clips
Red
Deactivated. (Two types: permanent or semi--permanent.)
White
Maintenance in hangar.
Markers
Amber
To be pulled by cockpit crew according procedures (e.g. stopping of CVR).
Green
To be pulled by Maintenance.
Most Emergency and Abnormal procedures are written considering single failures only. If more than one
failure exists with a system, the EAD alert will normally display only the most serious problem. In certain
cases the Emergency Alert will indicate a procedure for multiple failures. If failures occur simultaneously
in more than one system, it is the Captain’s responsibility to establish the priority of actions.
The flight crew is responsible to make a log book entry of all abnormal indications or events that occur.
Emergency and/or abnormal system conditions can be indicated by:
– EAD alerts with Master Warning/Caution.
– Abnormal engine indications.
Non-Alerts
– Abnormal operation of lever(s)/handle(s).
– Abnormal environmental conditions (e.g. smoke, smell).
When the crew is confronted with a flight control or landing gear alert, abnormal control lever movement
or indications, the affected control lever should be left in the last selected position and a suitable speed
should be maintained for that configuration.
If a procedure mentions action items for ’captain’ or ’F/O’ this refers to the basic crew complement and
seating, i.e. pilot in the LH seat (captain) and pilot in the RH seat (F/O) respectively. Exceptions are the
“TAKE ACTION” commands given by the captain for execution of the Evacuation and Emergency
Descent procedures.
2.2.1
Page 2
4 FEB 2008
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
Crew Co--ordination Procedure
–
As soon as an emergency or abnormal condition is detected, the detecting crew member will
announce the condition and, when applicable, reset the alerting system.
S Alerts presented on the EAD are announced with the level of the alert.
S During take-off after passing V1, EAD alerts shall be called out when
the associated Master Warning/Caution light illuminates.
S The primary method of resetting the alerting system is to push the associated cue switch on the
systems display control panel (SDCP). This action will reset the Master Warning/Caution light and
display the appropriate synoptic on the system display.
S In the event of an engine fire warning, the red Master Warning light must be pushed or the
associated fire handle must be pulled to silence the aural warning.
S If conditions do not permit (i.e. short final), the Master Warning/Caution light may be reset by
pushing either Master Warning/Caution light. In this case, the amber alert message will remain on
the EAD, the associated cue light will remain illuminated and can be pushed to select the system
display when time permits.
–
The PF will dedicate his attention to airplane control.
–
When time permits the PF commands “TAKE ACTION”.
S During take--off the command “TAKE ACTION” shall in principle be given after passing
400 ft HAA when the gear has been selected UP and the flight path is under control.
S The pilots perform their respective memory items and confirm completion by calling “MEMORY
ITEMS COMPLETED”. The Pilot Not Flying (PNF) will accomplish the memory items with PF
confirmation, if applicable.
S If the applicable procedure contains no memory items the PNF calls “NO MEMORY ITEMS”.
–
The PF calls for the appropriate QRH procedure, when the aircraft is not in a critical stage of flight
(i.e. take-off or landing).
S The PNF should accomplish the appropriate QRH procedure by the ’Challenge--Do--Verify’
method.
S After performing each checklist item the annunciations on the relevant panel and Systems Display
(if applicable) are checked.
S The PNF will announce procedural and advisory items given in the checklist. He will also read the
consequences and assure verbal confirmation by the PF.
S When the checklist is completed, the PNF will announce “____ CHECKLIST COMPLETE”.
NOTE: –
–
–
Irreversible actions or actions which can affect the performance and/or flight path may only
be performed after consulting the other pilot.
During reading of QRH procedures, in principle the PF will take over ATC communications by
calling “MY R/T”.
Selection of alternate input on Source Input Select Panel (SISP) when confronted by a
failure is regarded as normal system handling and can be done without reference to a “TAKE
ACTION” command. This does not apply to the EIS Source Selector.
After performing a procedure it is recommended to check, when time available, the expanded procedure
in the FCOM.
15 APR 2011
2.2.1
Page 3
FCOM Procedures
2.4
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
LEVEL 1 AND LEVEL 0 ALERT PROCEDURES
Refer to LEVEL 1/0 ALERTS chapter for a list of level 1 and 0 alerts.
This section lists and describes all level 1 and 0 alerts.
The level 1 alerts are listed alphabetically, along with their consequences, action/awareness code, and
a description of the alert.
Flight crew response to a level 1 alert may differ based on how the alert is presented. There are no
written QRH procedures for level 1 alerts except for the “No Takeoff” list. If a level 1 alert appears on the
ground prior to takeoff, this list should be consulted.
Level 1 alerts can be displayed in the following ways:
1. Level 1 alerts displayed on EAD:
Level 1 alerts that appear on the EAD with or without accompanying MASTER CAUTION lights are
caused by a condition requiring crew response. The nature of the response is contained in the title of
the alert, in the associated consequence statements, or is intuitive by the nature of the alert. When an
alert appears on the EAD, either pilot should announce the alert condition and the PNF pushes the
illuminated cue switch to reset the MASTER CAUTION lights and display the synoptic. In some
instances, the alert will be removed from the EAD and be replaced by a reminder message in the
lower right-hand corner of the EAD.
2. Level 1 alerts displayed on the synoptic with flashing reminder message on the EAD:
Alerts that appear only on the synoptic are annunciated by a flashing reminder message in the lower
right-hand corner of the EAD and illumination of the associated systems display control panel cue
switch. There is no accompanying MASTER CAUTION light. These alerts indicate a condition that
requires crew awareness and are usually a result of the automatic system controller performing an
action in response to a fault, or system degradation not requiring a flight crew procedure. When a
flashing reminder message appears on the EAD, the PNF should push the illuminated systems
display cue switch when time and condition permit. This will display the synoptic and reset the
flashing reminder message.
3. Level 1 alerts displayed on synoptic only, with no flashing reminder message on EAD:
These alerts indicate system conditions that may be a result of a deliberate flight crew action, an
abnormal switch position or an automatic system controller normal action. There are no MASTER
CAUTION lights or flashing reminder messages associated with these alerts. Some of these level 1
alerts may be accompanied by a steady reminder message on the EAD. These alerts are advisory
only and require no flight crew response.
Level 1 alerts are accompanied by an action code which is one of the following:
2.2.1
Page 4
–
NO T/O
Do not take-off unless MEL relief for the related system discrepancy is documented in
the aircraft maintenance log.
If in flight, review consequence(s). Continue to destination considering
consequence(s) and maintenance/MEL relief requirements for subsequent departures.
Make an appropriate AML entry.
–
MAINT
Contact maintenance prior to take-off for appropriate disposition. MEL procedures and
limitations may apply.
In flight, if not restricted by the consequence message, continue to destination
Make an appropriate AML entry.
–
N/A
(No Action)
No specific flight crew action is required. These alerts generally appear to inform the
crew of an automatic system controller normal action, a result of a maintenance action
taken to comply with the MEL, or alerts that appear only in flight as a result of an
associated problem.
–
SWITCH
This alert is the result of flight crew inaction or a deliberate flight crew action and
reflects an abnormal switch or control position. The flight crew should confirm the
desired configuration.
17 SEP 2007
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
Some alerts are associated with more than one action code; i.e., one code may apply with the system in
manual, while another applies with system in auto.
Some level 1 alerts have associated consequences statements on the system synoptic display. These
consequences are listed when they apply.
The level 0 alerts are listed alphabetically, after the level 1 alerts. Since these level 0 alerts generally
display system status information and are not caused by abnormal conditions, there are no action codes,
consequences or procedures associated with these alerts. There are no QRH procedures associated
with level 0 alerts.
2.5
AUTO FLIGHT SYSTEM (AFS)
A distinction is made between:
– Automatic flight: at least 1 AP in CMD and ATS ON.
– Manual Flight: all other cases.
When the AP is in command, the ATS should be engaged.
When the aircraft is under Manual Control it is SCD to disengage the ATS.
It is recommended to use the AP associated with the seat of the PF.
During automatic flight in principle the PF controls the FCP or MCDU.
During manual flight in principle the PNF controls the FCP or MCDU on command of the PF.
It is important that the complete cockpit crew is continuously aware of the actual flight modes and
selections made. This is accomplished by announcing the changed FMA indications and AFS values.
FMA indications are announced by reading aloud the changed indication in spoken language.
AFS mode selections are commanded by calling “SET”, followed by the mode as placarded on the AFS
control panel, in spoken language.
AFS value selections are commanded by calling “SET”, followed by the parameter and the value.
AFS values are announced by calling the parameter, followed by the value (e.g. “HEADING TWO ONE
ZERO”).
The command/call “PRESET” is used if an AFS value is preselected (e.g. “PRESET HEADING TWO
ONE ZERO/HEADING TWO ONE ZERO PRESET”).
There are three possible causes for changed FMA indications and AFS values:
1. Automatically changed indications/values:
PF announces; PNF responds with “CHECKED”.
If the change of the indication/value is not noticed by the PF, it will be announced by the PNF and the
PF responds.
2. Indications/values changed as a result of a selection made by the PF:
Pilot flying announces and PNF responds with “CHECKED”.
3. Indications/values changed as a result of a selection made by the PNF on command of the PF:
PF commands, PNF executes command and announces changed FMA indications.
NOTE: –
–
–
–
–
–
15 APR 2009
“’CHECKED” means ’indication checked being correct’.
When calls interfere with other essential matters, they may be postponed.
FMA indications of an armed flight mode are not announced when they are a consequence of
the change of actual flight mode.
THRUST and PITCH FMA indications in the speed window are not announced.
Abnormal FMA indications shall be called out by either pilot.
Before disengaging AP resp. ATS the PF announces: “AUTOPILOT OFF” resp.
“AUTOTHROTTLE OFF”.
2.2.1
Page 5
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
No announcements regarding normal AFS changes are made during the following flightphases:
– Take-Off (until 100 ft RA)
– Landing (below 200 ft RA)
– Go-around (until gear up selection).
During these flightphases, FMA changes must be checked according the applicable Crew Co-ordination
Procedure.
NOTE: Unexpected mode changes can occur when disconnecting the AP. Do not push the AP
disconnect button and the AUTO FLIGHT button at the same time, to avoid FCC interface
problems.
WARNING: Applying a force to the control wheel or column while the autopilot is still engaged
has resulted in autopilot disconnects and subsequent abrupt aircraft manoeuvres.
Pilots have over - controlled the aircraft while trying to return to stabilized level flight.
The pilot should never apply force to the control wheel or column while the autopilot
is engaged.
If the pilot is not satisfied with the autopilot performance, or is unsure that it is
operating correctly, it should be immediately disconnected by using one of the
autopilot disconnect switches. If the autopilot disengages while a force is applied to
the control wheel or column, there will be a rapid, commanded change in some of the
control surface positions.
This will result in an abrupt and unpredictable aircraft response.
If an inadvertent autopilot disconnect occurs, the pilot must smoothly stabilize the
aircraft attitude, releasing the flight controls, if necessary, until the aircraft motion
dampens out.
2.6
FLIGHT MANAGEMENT SYSTEM (FMS)
Refer to FCOM II FMS--guide.
3.
MANOEUVRING
3.1
BANK
Bank during turns must be limited to 30_ unless a lower maximum value for a particular procedure is
specified or the PFD indicates a lower value. The bank selector should normally be set to AUTO.
Flight conditions may require another setting. The maximum bank angle may otherwise only be exceeded
in case of emergency.
3.2
SPEEDS
Manoeuvring Speed
Manoeuvring speed for configuration with Flaps less than 28 is VMIN+20.
Manoeuvring speed for Flaps 28 is VMIN+5.
Manoeuvring speed for landing configuration is VAPP.
NOTE: VMIN (top of amber band) increases when the bank angle increases.
If circumstances dictate a speed lower than VMIN+20, the speedband between VMIN+20 and VMIN+5 can
be used if no turns or turbulence is expected.
Overspeed Condition
Apply following guidelines if an overspeed condition occurs:
– Do not disconnect autopilot/autothrottle.
– Apply minimum control inputs if the autopilot disconnects itself and reselect autoflight immediately.
– Do not use speedbrakes.
– Select lower speed.
– Select idle clamp (pull altitude selector) or adjust V/S if required.
2.2.1
Page 6
8 JAN 2007
FCOM Procedures
4.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
TRIMMING
The following procedure should be used during cruise to optimize aircraft performance. A correctly
trimmed aircraft will reduce tripfuel. Apply procedure during stabilized flight in still air.
Preparation
–
–
Check equal fuel distribution.
Check equal N1 setting.
Procedure
–
–
–
–
Select Heading Hold.
Select ATS off.
Select Autopilot off.
Select both AFS OVRD OFF switches down.
NOTE: A flashing MISC reminder message will be displayed on the EAD if the AFS OVRD OFF switches
are in the down position for more than two minutes. The Miscellaneous page will show the level
1 alert “NO AUTOLAND”.
–
–
–
–
Apply rudder trim to eliminate yaw displacement.
S Hold wings level with ailerons and eliminate any heading drift with rudder trim.
Apply aileron trim to eliminate any roll tendency.
Select both AFS OVRD OFF switches up.
Select desired Autoflight modes.
Trimming After Engine Failure
During Parallel Rudder Control, the AFS will supply an engine-out yaw command proportional to the
difference in thrust between the wing engines. If Parallel Rudder Control is not active use rudder trim to
keep the control wheel centered.
5.
EVENTS REQUIRING MAINTENANCE INSPECTIONS
During ground and flight operations, events may occur which require a maintenance inspection before
the next flight.
Chapter 05 of the Aircraft Maintenance Manual refers to such events as “Conditional Inspections”.
These include, but are not limited to:
– Hard landings
– Severe turbulence
– Lightning strikes
– Bird strikes
– Tail strikes
– Overweight landings
– Volcanic ash encounters
Additional events that are not listed in this chapter may require inspection and should also be reported in
the AML. Examples of such events would be operating outside Flight Crew Operations Manual
limitations, an overly aggressive pitch up during a TCAS event, a terrain avoidance maneuver, stick
shaker activation accompanied by buffeting or Operations at CIS airports with rough surface runways,
the so--called SWR (Short Wavelength Roughness) Airport Runways. CIS airports are in the following
countries: Armenia, Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Russia, Tajikistan,
Turkmenistan, Ukraine and Uzbekistan. Any one of these occurrences could cause structural damage. If
in doubt, the best course of action for any event is to report it.
–oOo–
15 APR 2011
2.2.1
Page 7
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.1
General
INTENTIONALLY LEFT BLANK
2.2.1
Page 8
8 JAN 2007
FCOM Procedures
1.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.2
Ground Operation
GENERAL
For Communication between cockpit crew and ground crew refer to OM Part A, BOM.
2.
TOWING (PUSHBACK) PROCEDURES
All towing procedures apply to both push-back and pull-out.
Certain safety and operating precautions apply to all types of towing procedures and should be strictly
adhered to. These precautions include the following:
S Ensure IRU alignment is complete.
S Verify hydraulic power is available.
S Verify beacon lights are on.
S Ensure all towing personnel are well clear of aircraft, pins removed, and a positive all clear signal has
been received prior to any taxi operation.
Engine starting during towing is permitted except if slippery apron conditions exist.
In case the PF wants to delegate parking brake operation to the PNF he will clearly command this.
Either pilot operates the parking brake only after a positive check (outside cues) that the aircraft has
stopped.
3.
ENGINE STARTING
Engine starting is performed by the PF and monitored by the PNF.
Normal engine start sequence is 3--1--2.
If circumstances require a different start sequence, this should be co-ordinated with the ground engineer.
NOTE: Aux Pump 1 will be selected off during engine start. If engine 2 is started as first engine, reselect
Aux Pump 1 on to assure brake pressure during towing.
8 JAN 2007
2.2.2
Page 1
FCOM Procedures
4.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.2
Ground Operation
ENGINE START PROCEDURE
NOTE: The next engine may be started as soon as the start valve light of the starting engine
extinguishes.
EVENT
PF
Ready to start engines
–
–
–
Check throttles are closed.
Check fuel switches are off.
ENG START Switch ...... PULL.
Check switch light illuminates.
15% N2
–
FUEL Switch ...... ON.
Hold fuel switch until engine
stabilized.
Call “FUEL ON”.
–
PNF
–
Start clock.
–
Observe normal fuel flow indication and EGT indicates an increase
within 25 seconds.
–
Call “EGT”.
–
Check for normal EGT increase and peak EGT does not exceed
engine start limits.
Approximately 45% to 52 %
N2
–
Observe ENG START switch pops in and switch light extinguishes.
Ground idle RPM.
–
–
Check N2 and N1 indications stabilize at ground idle RPM.
Check EGT and ENGINE OIL quantity/pressure gages indicate in
normal range.
EGT rises
CAUTION:
NOTE:
NOTE: –
–
–
–
–
–
Stop and reset clock.
If no N1 rotation 30 seconds after reaching N2 idle,
shut down engine and investigate cause.
During cold soak conditions, oil pressure may peak to full
scale. Pressure should return to normal range when oil
temperature stabilizes.
Engines should be operated at idle power for a minimum of 3 minutes before takeoff. Power
required for normal taxiing, including short power applications, is considered equivalent to
idle power for warm--up purposes
When making starts at low ambient temperatures (below --18C), long acceleration times (up
to 2 minutes) from EGT rise to idle can be expected and are acceptable provided the EGT
indication is within limits.
If engine start switch pops in each time switch is pulled and the switch--light illuminates and
extinguishes, pull and hold engine start switch. Observe switch--light illuminates. Continue
procedure. At 45% N2, release switch and observe switch--light extinguishes.
If engine start switch pops in before N2 indicates 45% and engine decelerates, allow engine
rotation to decay to below 20%, then pull and hold switch and observe switch--light
illuminates. Continue procedure. At 45% N2, release switch and observe switch--light
extinguishes.
Automatic cargo door test is performed when first ENG FUEL switch is set to ON.
When “CRG DOOR TST FAIL” alert is displayed during engine start, a manual cargo door test must be
performed prior to takeoff:
– All cargo doors must be closed before a manual cargo door test is attempted.
– Push and hold CARGO DOOR TEST Switch for a minimum of 4 seconds and verify “CRG DOOR
TST” alert is displayed.
– If cargo door test fail alert is displayed after manual test is complete, notify maintenance.
2.2.2
Page 2
17 SEP 2007
FCOM Procedures
5.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.2
Ground Operation
TAXI PROCEDURES
Use of thrust
To break away at the ramp, release the brakes and smoothly increase thrust and let the aircraft roll
forward. When adding power to start moving (approximately 40% N1), wait for the aircraft to respond
before adding additional power. At high gross weights the aircraft will react slowly and require more
power. A common tendency is to continually increase power until the aircraft moves. This will provide
more power than is necessary or desired. If obstructions are located behind the aircraft, it is important to
limit the use of thrust as much as possible. All three engines should be used together to reduce required
thrust for any one engine.
At low or medium gross weights, idle thrust will be more than sufficient to maintain normal taxi speeds
and may even cause the aircraft to accelerate. At high gross weights, thrust in excess of idle may be
briefly required.
For operation on narrow and/or contaminated runways and taxiways, reduced power setting for
wing--mounted engines should be used when possible.
Use of braking
Do not ride the brakes. Overheated brakes reduce braking efficiency and could seriously affect the
capability of a rejected takeoff. Use of reverse thrust is prohibited during taxi or pushback operation
Maneuvering
To start moving in a turn requires a considerably higher thrust level. When a turn is required immediately
following the brake release, advance power to obtain sufficient speed to carry the aircraft throughout the
turn. Brakes are not normally required during turns. If braking in a gentle turn is required, use brakes
symmetrically; otherwise use the outboard brake to slow the aircraft. Minimum radius turns require
asymmetric thrust and differential braking and should be avoided whenever possible.
Ground Operations
Whenever space is available, turns should be made with less than full wheel throw. See Turning Radius
diagram for clearances. The centerline gear has no appreciable effect on taxi characteristics.
For small changes of direction during taxi, steering should be accomplished with the rudder pedals.
Nosewheel movement to 10° each side of center is possible by this method. Rudder pedal steering can
be overridden by the nose steering wheel. Force should be applied to the steering wheel with a constant
and smooth application and returned to center gently, while keeping firm control of the steering wheel.
The steering wheel is heavily spring--loaded to center. If pressure is rapidly relaxed, or the application is
erratic, the turn will be uncomfortable for the passengers/couriers.
Abrupt nosewheel movement should be avoided. In a rapid turn or with excessive taxi speeds the
nosewheel will react but the aircraft will not be able to follow the movement and scrubbing of the nose
tires will result. If the nosewheels are on painted or wet surfaces, the possibility of nose tire skidding is
increased.
When entering turns, do not start the turn until the extended centerline of the intersecting taxiway is
under the pilot’s seat position to compensate for the aft position of the nose gear. To make turns of 90° or
more, apply full nose wheel steering as soon as the turn is started. Fillets are required between taxiways
when the turn exceeds 90°. Before stopping, center the nosewheel.
During taxi, the pilot eye level is approximately 20 feet above the surface. Because of the cockpit height,
the aircraft appears to be moving slower than it is, resulting in a tendency to taxi too fast. The flat
windshield, lack of distortion and excellent visibility makes the transition easy. Taxi speed is best
determined on the taxi speed readout on the PFDs. Looking out the side windows is also recommended,
particularly when stopping.
8 JAN 2007
2.2.2
Page 3
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.2
Ground Operation
Pilot Eye Reference
Each pilot can view a full 135° without moving his head outboard or leaning forward. To see the wing tips,
the clearview window must be opened. Taxiing with the clearview window open is not objectionable from
a noise standpoint. Slant vision over the nose intercepts the taxi surface approximately 15 m in front of
the aircraft. The long wheel base and position of the pilot in relation to the nose gear must be considered.
The nose gear is approximately 7 m aft and the main gear is 31m aft of the pilot.
Left Seat Visual Clues
Since the recommended seat positioning places every pilot’s eyes in about the same location, the
following references are valid for every pilot seated either in the left or right pilot’s seat:
–
–
–
–
–
2.2.2
Page 4
Looking to and sighting along the second screw from bottom on the vertical frame dividing the pilot’s
sliding and clearview windows gives a good reference for associated wing tip tracking.
The bottom left corner of the pilot’s windscreen indicates engine 1 ground track.
The light sensor on the pilot’s side glareshield can be used for the centerline of the nose gear. Also,
the inside of the pilot’s right knee (FO left knee) can be used.
The bottom right corner of the pilot’s windscreen indicates engine 3 ground track.
Looking to the right and sighting along the first screw from the bottom on the vertical frame dividing
the copilot’s clearview windows, gives a good reference for right wing tip tracking.
8 JAN 2007
MD-11
FCOM Procedures
2.2
PROCEDURES & TECHNIQUES
2.2.2
Ground Operation
Minimum Aircraft Turning Radii
If runway with is not sufficient for normal turn radius, ground crew assistance is required.
TAIL
R6
Y
EFFECTIVE
TURN ANGLE
X
MAXIMUM
STEERING
ANGLE 70_
A
PAVEMENT
WIDTH FOR
180_ TURN
NOSE TIRE
R3
NOSE
R5
TURN
CENTER
WING TIP
R4
NOSE GEAR RADII TRACK MEASURED
FROM OUTSIDE FACE OF TIRE
Type
Turn
Effective
Turn Angle
Tire Slip
Angle
X
Y
A
R3
R4
R5
R6
1
60.8°
9.2°
24.7
13.8
49.0
28.9
41.6
36.0
34.1
24.7
12.8
47.5
28.4
40.6
35.6
33.5
24.9
8.1
41.0
26.7
36.1
34.3
30.5
2
72.0°
3
1
-- 2.0°
Normal Turns
S
S
S
S
S
Symmetric thrust
No differential braking
Slow continuous turn
Aft center of gravity
Max gross weight
2
Minimum radius to avoid
excessive tire wear use
various combination of :
S Steering
S Asymmetric thrust
S Light differential braking
3
Minimum Radius
S
S
S
S
S
Asymmetric thrust
light differential braking
Slow continuous turn
Aft center of gravity
Max gross weight
–oOo–
8 JAN 2007
2.2.2
Page 5
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.2
Ground Operation
INTENTIONALLY LEFT BLANK
2.2.2
Page 6
8 JAN 2007
FCOM Procedures
1.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.3
Take-Off
DEPARTURE BRIEFING
For Departure Briefing refer to OM part A -- BOM.
2.
NORMAL TAKE-OFF
For all take-offs it is essential to:
– Align the aircraft on the runway before setting initial thrust.
– Pay attention to get symmetrical thrust on the wing engines when setting initial thrust.
Rolling take-off:
– The rolling take-off is standard.
– After the aircraft has been aligned with the runway centerline, initial thrust is set at approximately
70% N1 either standing still with brakes released or rolling.
NOTE: The use of a rolling takeoff will reduce the possibility of FOD to the wing--mounted engines.
Static take-off:
– A static take--off is performed SCD, or when prescribed in relevant procedures.
– The aircraft is held in position on the center line with brakes until engines have stabilized at
approximately 70% N1 and observing all primary engine parameters to ensure normal operation.
15 APR 2011
2.2.3
Page 1
MD-11
FCOM Procedures
3.
2.2
PROCEDURES & TECHNIQUES
2.2.3
Take-Off
TAKE-OFF PROCEDURE
EVENT
PF
Approaching departure runway.
–
Before entering the departure runway, verify that the runway
and runway entry point are correct.
Ready for Take-off and Take-off
clearance received.
–
Verify that the airplane heading agrees with the assigned
runway heading.
–
Call “CLEARED”
–
–
Call “TAKE-OFF”
Set approx. 70% N1.
Verify symmetrical thrust.
Command
“SET AUTO FLIGHT”,
advance throttles and verify
ATS advance to T/O thrust.
Command
“CHECK THRUST”
Starting T/O roll
–
–
–
–
Call “CHECK”
–
Select and call
“AUTOFLIGHT” and verify
T/O THRUST appears in
FMA altitude window.
Call “THRUST SET” when
throttles are at T/O thrust
setting. As Airspeed
becomes active, verify
V--speeds are displayed.
–
Verify airspeed is active prior to 80 knots and monitor airspeed
indications for abnormalities.
Passing 80 KIAS
NOTE:
2.2.3
Page 2
PNF
If throttle fail to clamp,
disengage
autothrottles and
continue takeoff with
manual throttle control
–
–
Call “80 KNOTS”
Check T/O CLAMP in PFD
altitude window.
NOTE:
If throttle fail to clamp,
call “NO CLAMP”
V1
–
Release throttles
–
Call “V1”.
VR
–
Rotate at 2.5_/second to
attain V2+10 at 35 ft. AGL.
Tail strikes may occur at
rotation rates of 3.8_/second
or greater or pitch angles in
excess of 12_ below 35 ft.
AGL. (maximum pitch 25_)
–
Call “ROTATE”.
After lift-off
–
Center the pitchbar.
–
Monitor engine parameters
and flight progress
Airborne with positive rate of
climb
–
Command “GEAR UP”.
At 100 ft. HAA
–
Check NAV capture.
At or above 200 ft. HAA (400 ft.
if NAV armed)
–
Command
“SET AUTOFLIGHT”.
At or above CLIMB THRUST
altitude.
–
Check CLB THRUST
engages.
At or above acceleration
altitude.
–
Accelerate.
At or above VFR.
–
Command “FLAPS ZERO”.
15 APR 2011
MD-11
FCOM Procedures
EVENT
At or above VSR and
accelerating.
–
Safe climb established in clean –
configuration.
–
–
–
4.
PROCEDURES & TECHNIQUES
2.2.3
Take-Off
PF
Command
“SLATS RETRACT”
NOTE:
NOTE: –
2.2
PNF
–
After slats are retracted
disarm spoiler handle and
select AUTO BRAKE OFF.
Check EAD for alerts and
status.
If the aircraft is in a sustained turn, or in moderate or
greater turbulence, slat retract may be delayed to a speed
greater than VSR.
Command “AFTER
TAKEOFF CHECKLIST”
–
Accomplish After Takeoff
checklist down to the dashed
line and complete checklist
after passing 10,000 ft. HAA.
A pitot system blocked by protective covers or foreign objects can result in no airspeed
indication, or airspeed indications that vary between instruments. It is important that crew
ensures airspeed indicators are functioning and reasonable at the 80kt callout.
The FMS speed target can deviate temporarily from the correct value when selecting 1013 hPa
at a transition altitude of 3,000 ft. HAA, combined with a QNH higher than 1013 hPa.
In case of a slow acceleration (e.g. during a turn), a temporary speed excursion in the amber
band may occur when passing the acceleration altitude (top of the amber band increases
from 1.2 VS to 1.3 VS).
Do not retract slats if 250 kt must be maintained and VCL is higher than 250 kt.
TAKEOFF WITHOUT USE OF PROF
Adapt Takeoff Procedure as follows:
5.
–
At climb thrust altitude (min 1,500 ft. HAA):
S Select LEVEL CHANGE by pulling the altitude select knob on the FCP and confirm throttles
reduce to climb thrust.
–
At acceleration altitude (normal 3,000 ft. HAA):
S Select speed 250 knots or VCL whichever is higher.
REJECTED TAKE-OFF
The rejection of a take-off at high speed can be extremely hazardous, especially when runway length
and/or condition is critical. Therefore the take-off should only be rejected in case the continuation is
considered less safe. The decision to reject may only be made before V1.
The reason for rejecting a take-off should be restricted to:
– Any aural warning.
– Master warning.
– Master caution.
– Engine failure.
– Engine fire.
– Control problems affecting safe aircraft handling.
– Abnormal primary and /or standby airspeed indications, prior to 80 KIAS.
The rejection of a take-off is initiated by the call ’STOP’. In the above mentioned cases either pilot may
call ’STOP’. In all other cases the decision to initiate the rejection of a take-off is restricted to the captain.
Once the rejection is initiated, it must be completed.
In order not to distract the attention of the cockpit crew during the rejection of a take-off, no information
about the reason to reject will be given until the aircraft has come to a full stop.
8 JAN 2007
2.2.3
Page 3
MD-11
FCOM Procedures
2.2
PROCEDURES & TECHNIQUES
2.2.3
Take-Off
PROCEDURE
EVENT
PF
PNF
–
Rejection of T/O
–
Call: “STOP’”.
Simultaneously retard
throttles to idle, apply
maximum manual braking,
call: “MANUAL BRAKING”,
verify ground spoiler
deployment and apply full
reverse thrust.
–
–
Monitor spoiler operation
Call “SPOILERS
DEPLOYED” or “NO
SPOILERS”
–
Upon call “NO SPOILERS”, pilot in LH seat pulls spoiler lever
fully aft
–
Apply slight forward
pressure on the control
column.
CAUTION:
–
Check green REV
indications and engine
parameters, if not call “NO
REVERSE ENGINE ...”.
Should directional control become a problem
while in reverse thrust, reduce thrust to reverse
idle (or forward idle thrust, if required), regain
directional control, and reapply reverse thrust as
necessary.
At 80 KIAS
–
Call “80 KNOTS”
At 60 KIAS
–
Call “60 KNOTS”
After aircraft has come to a full
stop.
t
–
Maintain reverse thrust and
braking until a safe stop is
assured.
–
Set parking brakes.
–
State nature of failure.
NOTE: Full reverse thrust may be used to a complete stop if necessary. However inspection of engines
and thrust reverser system will be required.
CAPTAIN
–
–
–
–
Command: “TAKE ACTION”.
Make a PA announcement:
“CABIN CREW AND PASSENGERS,
REMAIN SEATED”.
Inform ATC.
Evaluate situation and decide on follow-up
actions.
FIRST OFFICER
–
–
–
Perform memory items and QRH (if
applicable).
Check brake temperatures.
Monitor aircraft systems.
R
– efer to RTO follow up on last page of QRH.
2.2.3
Page 4
15 APR 2009
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.3
Take-Off
RTO follow up, depending on circumstances:
– Start APU.
– Consider to vacate the runway.
– Inform ATC accordingly, request technical assistance, stairs and chocks.
– Inform purser and passengers.
– Shut down engines.
– Switch off BCN and HI-INT lights.
– Perform the Normal Checklist.
– Consider towing the aircraft to a parking position and/or disembark passengers via stairs.
– Pull COCKPIT VOICE RECORDER CB on the overhead panel (F20).
–oOo–
15 APR 2011
2.2.3
Page 5
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.3
Take-Off
INTENTIONALLY LEFT BLANK
2.2.3
Page 6
8 JAN 2007
FCOM Procedures
1.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.4
Climb, Cruise and Descent
CLIMB, CRUISE AND DESCENT
Speed Schedule
Speed Schedule
FMS
No FMS
<10,000
250 / Vcl
250 / Vsr+30
>10,000
ECON CLB
340 / M.82
Cruise
ECON CRZ
Flight Plan Speed
>10,000
ECON DES
300 / M.82
<10,000
245 (default)
250
Climb
Descent
Holding
The FMS holding speed is the MAX END speed.
The pilot can alter this speed to comply with ATC speed requirements.
Maintain clean configuration when holding in icing conditions and in turbulence.
–oOo–
8 JAN 2007
2.2.4
Page 1
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.4
Climb, Cruise and Descent
INTENTIONALLY LEFT BLANK
2.2.4
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
APPROACH GENERAL
Approach Speed (VAPP)
VAPP is the greater of VREF+5 or VREF + wind additive.
Wind additive is 1/2 of the steady state wind greater than 20 knots or full gust, whichever is greater.
Maximum wind additive is 20 knots.
NOTE: If Vapp is 140 kt or less and DH is selected to 50 ft. or less, the aural warning ’MINIMUMS’ is
inhibited. If it is desired to set DH to less than 50 ft., select a Vapp sufficiently high to keep
airspeed above 140 knots during flare.
For abnormal aircraft configuration use normal wind additive unless stated otherwise.
Flight Path Vector
The display of the Flight Path Vector (FPV) on the PFD is the best trajectory presentation.
It can be considered as a raw data presentation compared to the FD
The use of Flight Path Angle (FPA) together with Track mode is recommended for
– Visual approach.
– Non-precision approach.
– Visual part of circling approach.
Flap setting
Standard flap setting is FLAPS 35.
Use of FLAPS 50 should be considered when:
S Braking action is less than good.
S Landing with a tailwind.
Stabilized Approach
Maintaining a stable speed, descent rate and vertical/lateral flight path in landing configuration is
commonly referred to as the stabilized approach concept.
Any significant deviation from planned flight path, airspeed or descent rate should be announced.
NOTE: Do not attempt to land from an unstable approach.
All approaches should be stabilized by 1,000 feet HAA in IMC and by 500 feet HAA in VMC.
An approach is considered stabilized when all of the following criteria are met:
S
The aircraft is on the correct flight path.
S
Only small changes in heading/pitch are required to maintain the correct flight path.
S
The aircraft speed is not more than VMIN+20 knots indicated airspeed and not less than VMIN.
S
The aircraft is in the correct landing configuration.
S
Sink rate is no greater than 1,000 ft./min.
S
Thrust setting is appropriate for the aircraft configuration.
S
All briefings and checklists have been conducted.
15 APR 2009
2.2.5
Page 1
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
Specific types of approaches are stabilized if they also fulfill the following:
S
ILS approaches should be flown within one dot of the glide slope and localizer.
S
Localizer approaches should be flown within one dot of the localizer.
S
VOR approaches should be flown within 1/2 dot or 2.5 degrees of the inbound track.
S
NDB approaches should be flown within 3 degrees of the inbound track.
NOTE: –
–
Disregard glide slope indication below 50 feet RA.
When dual or single land is engaged; glideslope pointer changes to amber and flashes if the
glideslope deviation exceeds 1 dot between 500 and 100 feet RA, localizer pointer changes to
amber and flashes if the localizer deviation exceeds 1/4 dot between 300 and 0 feet RA.
Unique approach procedures or conditions requiring a deviation from the above elements of a stabilized
approach require a special briefing.
Initiate a go--around if the above criteria cannot be maintained.
Type of landing
With weather conditions at or above published CAT I minima either automatic or manual landings may be
executed.
With weather conditions below CAT I minima an automatic landing is compulsory.
An automatic landing shall not be made when:
– ILS not suitable for autoland.
– ATC restrictions prevent an automatic ILS approach.
For autoland limitations refer to FCOM II -- LIMITATIONS.
CAT II/III Operation
Any failure of a system requiring extra attention during the approach or landing precludes CAT II/III
operation.
Operating conditions:
– The captain is the PF.
– Both pilots qualified for CAT II/III operation (refer to OM Part A, BOM).
– For minimum aircraft equipment refer to FCOM -- LIMITATIONS.
– Braking action medium or better.
– For cross- and tailwind limits refer to FCOM -- LIMITATIONS.
– Set DH for CAT II, CAT IIIA or CAT IIIB limits, if desired preset DA to CAT I limits.
CAT III Alert Height
The alert height is 100 ft. and is only applicable with both ground and airborne equipment status qualified
for CAT III operations.
If a failure occurs below the alert height, the approach may be continued.
Multiple autopilot failure is not taken into account.
2.2.5
Page 2
15 APR 2009
FCOM Procedures
2.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
ARRIVAL BRIEFING
For Arrival Briefing refer to OM part A-- BOM.
3.
APPROACH INITIATION
General
Before commencing an approach check and/or set the following items:
– DA, DH or MDA.
– VOR/ADF display and tuning.
– ILS display and tuning.
S ILS identifier on the PFD.
S ILS inbound course on NAV RADIO.
– MKR selected on ACP.
– FMS.
Slat/flap extensions should preferably take place at speeds close to VMIN+20.
In view of noise and fuel saving considerations standard landing flap selection is done not later than
passing 1,200 ft. HAA. Earlier selection is SCD according to traffic conditions, ATC speed restrictions,
high landing weights or local conditions such as lack of positive glidepath information (e.g. ILS, PAPI),
high altitude airport or tailwind in approach.
15 APR 2011
2.2.5
Page 3
MD-11
FCOM Procedures
4.
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
APPROACH PROCEDURE
Crew Co--ordination Procedures
During approach, both pilots will scan flight instruments and outside visual cues in relation to their
responsibilities. Division of primary responsibilities and related duties:
PF responsibilities
S
S
S
PNF responsibilities
Operation of the Aircraft
Monitoring of Flight progress
Decide to land or go around
S
S
Operation of Aircraft Systems
Monitoring of Flight progress and
Aircraft systems
The PF shall obtain visual reference in order to be able to decide to land or Go--Around. The PNF aids
the PF in this process by expanding the instrument scan to include outside visual clues when
approaching DA(H) or MDA. However he should take into consideration that the PF will expand the
instrument scan to include outside visual cues as well when approaching DA(H) or MDA.
The PNF primary responsibility remains monitoring, also and in particular below DA(H) or MDA.
EVENT
PF
At 2,500 ft. RA auto call
Cleared for approach and on
intercept heading
PNF
–
Announce via PA:
“CABIN CREW TAKE YOUR SEATS”.
–
Command/Set/Select
appropriate approach mode.
–
Verify that the applicable approach mode is captured.
Prior to FAP/FAF
–
–
Command “FLAPS 28”.
Command “GEAR DOWN”.
–
When landing gear indicates
4 green, raise SPOILER
handle to ARM position.
Gear down and 4 greens.
–
Command “Auto brake OFF,
MIN, MED or MAX” as
desired.
–
Select desired brake setting
and verify proper
annunciation on EAD.
–
Command
“LANDING CHECKLIST”.
–
Accomplish Landing
Checklist down to the
dashed line.
Not later than passing 1200 ft.
HAA
–
–
Command “FLAPS 35/50”.
Command/Set “VAPP“.
–
Complete Landing Checklist.
At outer marker
–
–
Check altitude
Respond ’CHECKED’
–
–
–
Call ’OUTER MARKER’
Check altitude
Push MKR buttons on both
ACP’s off
Between 1500 ft. and 400 ft. RA
–
Call autoland status
At 500 ft. RA auto call
–
Call “CLEARED / NOT
CLEARED”.
–
Respond “CHECKED”.
At “APPROACHING
MINIMUMS” auto call
–
Respond “CHECKED”.
(Continued)
2.2.5
Page 4
15 APR 2009
MD-11
FCOM Procedures
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
PF
EVENT
If visual references are sufficient –
(not for ILS CAT IIIB no DH)
Call “LANDING”.
At “MINIMUMS” auto call
(DH/DA/MDA) and visual
references are NOT sufficient
(not for CAT IIIB no DH)
Call “GO-AROUND”.
–
At 150 ft. RA
PNF
–
If applicable call
“CONTACT/APPROACH
LIGHTS/RUNWAY”.
–
Check ALIGN (AP engaged)
Continue with LANDING PROCEDURE
NOTE: –
–
–
–
5.
The PF may call “LANDING“ as soon as the required visual clues are available. In this case
the mandatory calls may be omitted, except the 500 ft. response call.
If no auto call from CAWS, the PNF gives the appropriate call.
The ATS may be disengaged during a manual landing.
Autopilot runway alignment during crosswind conditions will result in cross-controlled rudder
and aileron. When the autopilot is disengaged below the alignment height, approach
destabilization may develop.
ILS (CATEGORY III, II, I) APPROACHES
General
ILS approaches may be flown in Category III, Category II, or Category I weather minimums. During all
automatic (coupled) approaches, DUAL LAND (fail operational), SINGLE LAND (fail passive), or APPR
ONLY mode will be annunciated in the FMA.
Category IIIB approaches require DUAL LAND, a fully coupled automatic approach and landing, through
touchdown and ground rollout. If system reverts to SINGLE LAND, a Category II approach may be
continued automatically. The AP should remain engaged until a safe stop is assured and adequate
visibility exists for safe pilot control.
Category II approaches may be flown in DUAL LAND or SINGLE LAND mode using AP. SINGLE LAND
provides same performance as DUAL LAND but due to its fail passive capability, weather minimums are
restricted to Category II.
The APPR ONLY mode means that no autoland mode is available and the AP will automatically
disconnect at 100 feet AGL.
Category I approaches may be flown using any of above AP modes or manually using FD.
If prior to LOC capture, aircraft passes through glideslope without G/S capture, pilot must take action to
capture the G/S from above.
When in FD LOC CAP mode and/or G/S mode, subsequent engaging of the AP may result in AP mode
reversion to HEADING/VS if AP ILS capture criteria are not met.
During approach, both ND’s may be selected to MAP (minimum range) or one ND be selected to MAP
(minimum range) and one ND selected to APPR.
APPR/LAND may be selected when cleared for approach.
After passing 1,500 feet RA, on LOC and G/S, with AP and ATS engaged, AFS performs a logic and
system status check. If satisfactory, DUAL LAND or SINGLE LAND will be annunciated in the FMA. If all
of its logic cannot be satisfied, the AFS will continue attempting to engage DUAL LAND until 400 feet
AGL, then SINGLE LAND or APPR ONLY will be annunciated.
15 APR 2009
2.2.5
Page 5
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
Since lowest weather minimums are directly related to system status, both pilots must monitor autoland
status during approach. Should the autoland status degrade, approach may not be continued below the
applicable minimums unless required visual reference is established and aircraft is in a position to land.
NOTE: –
–
–
–
For localizer intercepts, avoid high speeds and high intercept angles. Intercept angles
greater than 30_ may cause a localizer overshoot.
Do not exceed 200 knots with DUAL LAND or SINGLE LAND engaged.
Tracking the glideslope at speeds in excess of 180 knots may result in slight control column
pitch oscillations.
At least two yaw damper channels and two LSAS channels in the same FCC must be active
to achieve an autoland status (SINGLE LAND).
Side--Step Maneuver From ILS Approaches
Because of the additional protection required to guard against uncommanded frequency changes during
autoland, simply inserting a new ILS frequency and course on the NAV RAD page will not result in a new
frequency being tuned any time after the FMA shows LOC and G/S. Therefore, there is a need for a
special procedure if a side--step from one ILS to another is required.
Any time a side--step is required and the FMA shows LOC and G/S or DUAL LAND or SINGLE LAND or
APPR ONLY, perform the following procedure if guidance to the new ILS is required for landing:
– Disconnect the autopilot.
– Insert the new ILS frequency and course in the NAV RAD page.
– Push the APPR/LAND switch on the FCP.
The autopilot system will then immediately drop to basic modes, heading and vertical speed, and the
FMA will display those modes plus LAND ARMED. Maneuver the aircraft as required to intercept the new
localizer. The use of the autopilot for the continued side--step approach is not recommended inside the
final approach fix.
6.
NON-PRECISION APPROACHES
Any of the these approaches may be hand flown or coupled to the AP.
The basic navigation aids (ILS Localizer, ILS Backbeam, IGS, VOR, DME, NDB and MKR) are always the
primary means of navigation.
FMS information may be used as additional information when the FMS position is accurate. Entry of the
MIN PROF altitude (MDA) is required for VOR, IGS, published LOCALIZER Only, NDB and SRE
approach. Descents to MDA may be accomplished with vertical speed (V/S), flight path angle (FPA) or
profile (PROF).
ND selection during approach:
S For LOC approach, both ND’s may be selected to MAP (minimum range) or one ND be selected to
MAP (minimum range) and one ND selected to APPR.
S For other non--precision approach, one ND may be selected to MAP mode (minimum range), other
ND selected to applicable approach mode.
AP/FD control modes are HEADING, TRACK, LOC ONLY, VOR or NAV and V/S or FPA.
For a localizer backbeam approach the ILS frequency/identifier and front course must be selected.
Disregard Localizer indication on PFD as it is reversed and do not use the LOC ONLY mode.
–
–
–
–
2.2.5
Page 6
Prior to FAF, extend landing gear, select landing flaps, and slow to VAPP.
S If positive glidepath information is available landing flap selection may be delayed to not later than
1200 ft. HAA.
Just prior to FAF, commence descent with a V/S or FPA as calculated from the approach chart.
Step down fixes should not be crossed below their minimum crossing altitudes.
To prevent nuisance GS warnings, the G/S INHIBIT switch must be pushed below 2,000 ft. RA during
an ILS Backbeam approach.
15 APR 2009
MD-11
FCOM Procedures
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
Circling Approach
Plan a definite circuit procedure when ground contact is established, preferably allowing a frequent visual
check of the position relative to the landing runway and taking advantage of any radio facility that may aid
the visual part of the approach.
Decide on a go-around procedure from any part of the circuit, in principle by turning to the airport to
follow the MISAP for the instrument let down in use.
The visual part must be executed at or above the MDA and visual contact must be maintained at all
times.
–
–
–
–
–
–
–
Set MDA in altitude window prior to leaving the initial approach altitude of the instrument let down
procedure.
Fly the appropriate approach procedure to the MDA with gear down and FLAPS 35 and Vmin + 5
KIAS or Vapp, whichever is higher. AUTO FLIGHT may be used as desired with heading or track
select mode to maneuver. Use of autopilot and autothrottles will greatly reduce pilot workload.
If contact is not established at MDA, level flight is permitted to the MAPt.
Preset Missed Approach Altitude after MDA is captured.
Commence the appropriate circling maneuver maintaining Vmin + 5 KIAS or Vapp, for FLAPS 35.
For downwind timing use 35 sec ± 1 sec/2 kt.
Turning to final, maintain Vapp for desired landing configuration. Establish normal final approach path
for landing. Landing can be with flaps 35 or 50. Flaps 50 are selected when intercepting visual
glidepath.
NOTE: Procedures for a two--engine circling approach are the same, except landing flaps are limited to
FLAPS 35.
When flying an ILS approach and circling to land, adapt procedure as follows:
– Set BARO minimums to the CIRCLE--TO--LAND MDA.
– When established on the ILS localizer and prior to DUAL/SINGLE LAND annunciation, preselect the
FCP altitude to the same MDA value.
– After glideslope capture, the aircraft will descend to the MDA and the FMA will read APPR ONLY.
– At the MDA, the FMA will change to heading and altitude hold. Maneuvering can be accomplished
with heading or track select mode.
Circling Approach Pattern
1
2
3
5
4
15 APR 2009
1. On instrument approach:
– Gear down/Flaps 35
– Maintain VMIN + 5 / VAPP
2. Visual at or above MDA;
– Maintain level flight
– Select TRACK mode
– Downwind distance from the runway
depending on weight and wind
– Downwind track must be parallel to
the runway centerline
– Downwind timing starts abeam
runway threshold
3. Turn base leg:
– 35 secs from abeam threshold
– Correction ± 1 sec/2 kt wind
– Set runway track
4. Intercepting visual glidepath:
– If desired, select flaps 50
– Set FPA -3.0_
– Reduce to VAPP
5. Rolling out on final.
2.2.5
Page 7
MD-11
FCOM Procedures
7.
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
VISUAL APPROACH
The description of the visual approach covers basically the situation where a circuit is required. When the
circuit is amended, the configuration/speed schedule should be adjusted accordingly, taking into account
the distance to go to touchdown and interception of the visual glide path.
Use FPA and track modes from downwind
Use all available NAV aids as a back up to visual clues.
Arrange the configuration changes and speed schedule so as to be established at 1,500 ft. HAA, flaps 28,
not later than abeam the threshold or the comparable position if the standard pattern is not used.
Visual Approach Pattern
4
3
2
1
5
6
1. Entering downwind:
– Configuration SLATS/FLAPS: EXT/10
– Downwind track parallel to the runway centerline.
– Downwind distance from runway depending on weight and wind.
2. Downwind 1,500 ft. HAA, abeam threshold:
– Flaps 28
– VMIN + 5
– Start timing 50 sec ± 1 sec/2 kt
3. Approaching end of downwind:
– Gear down
4. End of downwind:
– Set runway track
– Turn onto base leg
5. On visual glidepath intercept:
– Flaps 35/50
– Set FPA -3.0_
– Reduce to VAPP
6. Rolling out on final.
2.2.5
Page 8
15 APR 2009
FCOM Procedures
8.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
RNP APCH / RNAV APPROACHES
Approach Preparations and Requirements
Approaches must be selected from the current FMS navigation database. In order to insert a RNP APCH
in the FMS flight plan, it is required to set a minimum profile (MIN PROF) altitude in the field adjacent to
line select key 2R of the STAR page, and push the *INSERT key.
RNP APCH and RNAV approaches are flown in the FMS NAV mode.
Descent from FAF to MDA should be done by flight path angle (FPA) or vertical speed (V/S) through
monitoring distance versus altitude using the Non--Precision CDFA (Continuous Descent Final Approach)
concept. Do not use vertical deviation indicator (VDI) information after passing Final Approach Fix (FAF).
NOTE: PROF mode will automatically revert to altitude hold upon capturing the MIN PROF altitude
selected above and should therefore not be used.
Either the flight director must be on, or the autopilot must be engaged, or both.
Engagement of the autopilot is highly recommended to monitor the approach.
Prior to beginning the approach, the following items must be checked or selected:
– Equipment that must be operational prior to starting the approach.
– Selection of the approach procedure from the navigation database.
– On FMS POS REF page 2/3, check at least one GPS position available.
– On FMS F--PLAN page 1/2, check all applicable altitude constraints.
– On FMS F--PLAN page 2/2, check tracks and distances between waypoints.
S As a minimum, this check could be a simple inspection of the MAP display.
– Disregard minimum and maximum temperature limit on approach chart as the approach is flown in
FPA or V/S.
– Compensate for any necessary cold temperature to all published minimum altitudes/heights.
– Check navigation mode is G/I.
– Use approach minimums as published in LNAV box on the approach chart.
– Verify or enter the approach RNP before FAF. RNP should be 0.3NM.
NOTE: –
–
–
–
–
15 APR 2011
The manual entry of coordinates into the RNAV system for operation within the terminal area
is not permitted.
’Direct To’ clearances may be accepted to the Intermediate Fix (IF) provided that the
resulting track change at the IF does not exceed 45 degrees.
’Direct To’ clearance to FAF is not acceptable. Modifying the procedure to intercept the final
approach course prior to the FAF is acceptable for radar vectored arrivals or at other times
with ATC approval.
Crew entry of the RNP will prevent automatic RNP changes until the crew deletes the RNP
entry.
Compensation for any necessary cold temperature includes the altitudes/heights for the
initial and intermediate segment(s), the MDA and subsequent missed approach
altitudes/heights.
2.2.5
Page 9
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
Approach Procedure
The final approach trajectory must be intercepted no later than the FAF in order for the aircraft to be
correctly established on the final approach course before starting the descent. The RNP can be
monitored on the FMS POS REF page 1/3.
–
–
Prior to FAF, extend landing gear, select landing flaps, and slow to Vapp. SCD landing flap selection
may be delayed to not later than 1,200 ft. AGL.
Just prior to FAF, commence descent using FPA or V/S.
The appropriate displays must be selected to monitor the approach:
S Both ND’s should be selected to MAP (minimum range).
S DATA display should be selected on the ECP to display crosstrack deviation on ND.
Altitude versus distance to threshold can be monitored on ND, upper right--hand corner, after passing
FAF.
Maximum Lateral and Vertical Deviations
For normal operations, cross track deviation should be limited to 0.5 x RNP associated with the
procedure (i.e., 0.5 NM for the Initial and Intermediate segments, 0.15 NM for the Final Approach
segment and 0.5 NM for the Missed Approach segment).
NOTE: Due to limitations of the presentation on ND, cross track deviation should be limited to 0.1 NM
for Final Approach segment.
Brief deviations from this standard during and immediately after turns, up to a maximum of 1 x RNP (i.e.,
1.0 NM for the Initial and Intermediate segments), are allowable.
Stepdown fixes should not be crossed below their (corrected) crossing altitudes.
Discontinue Approach and Missed Approach
Unless suitable visual references required to continue the approach are available or another approved
means of navigation to continue the approach is available, a go--around must be executed if,
– the lateral or vertical deviation exceeds the criteria above, or
– the “UNABLE RNP” alert is displayed prior to MDA, or
– no GPS updating is available. GPS updating is shown by navigation mode G/I in left hand corner ND.
The missed approach must be flown in accordance with the published procedure. Use of the RNAV
system during the missed approach is acceptable provided:
– the RNAV system is operational.
– the missed approach is loaded from the navigation database.
NOTE: RNP during missed approach is 1.0NM.
2.2.5
Page 10
15 APR 2011
MD-11
FCOM Procedures
9.
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
LANDING PROCEDURE
PF
EVENT
At 50 ft. RA
–
Monitor throttles retardation
or retard throttles manually.
At 30--40 ft.
–
Initiate flare (appr 2_)
Touchdown
–
Do not allow the aircraft to
float
Immediately after main gear
touchdown raise the reverse
levers to the interlock
Land nosewheel without
delay after main gear
touchdown
–
–
–
PNF
–
–
Check RETARD
Check FLARE (AP engaged)
–
Check ROLL OUT (AP
engaged)
–
–
Monitor spoiler operation
Call “SPOILERS
DEPLOYED” or “NO
SPOILERS”
Upon call “NO SPOILERS”, pilot in LH seat pulls spoiler lever
fully aft.
–
When interlocks release
–
Pull the reverse levers up to
the stop as conditions dictate
WARNING:
After reverse thrust is initiated, a full stop landing
must be made.
CAUTION:
The aft fuselage will contact runway at
approximately 10° pitch attitude with struts
compressed.
NOTE:
Below 10 ft. with aircraft fully flared (sink rate
approximately 2 to 4 feet/second), the basic technique
is to maintain attitude by applying the required control
wheel pressures. A more advanced technique is to
actually begin lowering the nose (approximately 1°)
prior to main gear touchdown.
Ground spoiler deployment causes a nose up pitching
moment. This effect is most noticeable at aft centers of
gravity. It is important to resist any pitch up tendency
with forward pressure on the control column and
smoothly lower the nosewheel to the runway. The
LSAS will assist the pilot in the nose lowering task.
Pilots must be aware that if the number 2 engine
throttle is not at idle at main gear wheel spinup, it is
possible that immediately after AGS deployment the
ground spoilers will retract. If this occurs, ground
spoilers must be manually extended.
–
–
–
15 APR 2011
Observe green REV
indications and call “NO
REVERSE ENG(S)___” if
applicable
2.2.5
Page 11
FCOM Procedures
MD-11
NOTE:
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
–
–
Maximum reverse thrust may be selected without
delay and may occur prior to nosewheel touchdown.
However, there should be no effort to delay lowering
the nosewheel to the runway; aerodynamic braking is
ineffective and not a recommended decelerating
technique.
Reverse thrust is most effective at high speeds.
Maintaining reverse thrust below 80 knots has a
minimal effect on stopping ability.
Roll out
–
In case of no autobrakes
apply manual braking and
confirm “MANUAL
BRAKING“
–
If ABS DISARM lights
illuminate call
“NO AUTOBRAKES”.
At 80 KIAS
–
Smoothly move reverse
levers to reverse idle detent
by 60 KIAS
–
–
Call “80 KNOTS”
If movement of reverse
thrust levers is not initiated
call “CHECK REVERSE”.
–
Call “60 KNOTS”
–
Monitor thrust reverse
indications
At 60 KIAS
Adequate remaining runway
available and adequate visibility
exists for manual control
–
Safe taxi speed and before
leaving landing runway
–
–
Disarm autobrakes and call
“MANUAL BRAKING”
Disengage autopilot and call
“AUTOPILOT OFF” (AP
engaged)
Position the reverse levers
full down (forward idle) when
engines have decelerated to
reverse idle
CAUTION:
2.2.5
Page 12
If a U/L or REV indication remains illuminated after
throttles are in the forward idle position, do not cycle
the associated reverser. Cycling the reverser may
cause damage to the reverser actuation system
and/or reverser structure. Allow the reverser to
remain in the unstowed position for maintenance
action. Continue to taxi on unaffected engines and
consider shutting down affected engine. A normal
engine shutdown may be made with the reverser
deployed.
15 APR 2011
MD-11
FCOM Procedures
10.
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
CROSSWIND LANDING
Automatic Landing
From 150 ft. RA the AP starts with decreasing the existing crab-angle.
The aircraft will touch down with the upwind wing slightly lower.
Manual Landing
–
–
–
–
–
11.
Disconnect autopilot before decrab maneuver.
Start decrabbing before the flare.
S Apply smooth rudder input.
S Simultaneously apply bank to maintain runway alignment.
S Avoid excessive bank.
After nose gear touchdown use rudder smoothly to maintain runway centerline.
Maintain aileron control into the wind.
Do not use the nose gear steering wheel until taxi speed is reached.
OVERWEIGHT LANDING
If a problem arises in flight, which makes an overweight landing inevitable, the following procedure
applies:
– Determine landing configuration:
S Check VAPP versus flap limit speed.
– Check landing distance.
– Check Approach Climb Limited Weight:
Field
Elevation
OAT (_C)
-20
0
20
25
30
35
40
45
50
0
293
292
291
290
290
289
268
257
246
2000
278
277
276
276
269
260
249
238
226
4000
263
262
261
257
249
240
229
219
6000
248
247
245
239
231
220
211
8000
235
233
226
220
212
203
10000
217
216
208
202
197
188
Icing conditions: Subtract 20 tons.
12.
THRESHOLD CROSSING HEIGHTS
Use of Visual Approach Aids
For approaches without adequate glidepath guidance, aim to cross the threshold at minimum 50 ft. RA.
A visual approach slope aid should be used as follows:
– 3 BAR VASIS
: Suitable for MD-11 approach guidance when the upper two bars are used.
– 2 BAR VASIS/PAPI : May be followed down to 200 ft. HAA. Thereafter the aircraft must be flown
above the ’on glide slope’ indication to cross the runway threshold at 50 ft.
RA.
– T-VASIS
: Suitable for MD-11 approach guidance when the approach is flown with
’above glide slope’ indication.
ILS Glide Slope TCH
When the KLM approach chart shows ’NO AUTOLAND TCH’, the ILS glide slope is too low to give
sufficient main gear clearance at the runway threshold (minimum 40 ft. TCH).
At 200 ft. HAA, the pilot should fly the aircraft gently above the ILS glide slope to provide sufficient wheel
clearance.
15 APR 2011
2.2.5
Page 13
MD-11
FCOM Procedures
13.
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
BOUNCED LANDING RECOVERY
If the aircraft should bounce, hold or re--establish a normal landing attitude and add thrust as necessary
to control the rate of descent. Avoid rapid pitch rates in establishing a normal landing attitude.
CAUTION:
Tail strikes or nosewheel structural damage can occur if large forward or aft control
column movements are made prior to touchdown.
When a bounced landing occurs, consider initiating a go--around by use of normal go--around
procedures. Do not retract the landing gear until a positive rate of climb is established because a second
touchdown may occur during the go--around.
14.
USE OF REVERSE THRUST
The PNF will monitor engine parameters and reverse thrust indications. He will call out any engine
operational limit exceedance and any other abnormality.
The use of high levels of reverse thrust at low airspeeds and/or the rapid forward movement of reverse
thrust levers when selecting out of reverse may cause engine stalls.
In case of asymmetric reverse conditions (e.g. engine failure or inoperative reverser) select reverse
thrust within controllable limits after nosewheel landing.
Normal reverse
Immediately after main gear touchdown raise the reverse thrust levers to the interlock. When interlocks
release, pull the reverse thrust levers up to the stop. At 80 kt smoothly return the reverse thrust levers to
idle to achieve reverse idle at 60 kt.
During normal operation only idle reverse thrust may be used below 60 kt.
Idle reverse
Immediately after main gear touchdown raise the reverse thrust levers to the interlock. Do not raise the
levers any further.
The use of idle reverse is SCD to comply with local regulations, company instructions or other
(environmental) considerations.
Maximum reverse
Maximum reverse thrust after landing or a rejected take-off may be maintained to a safe taxi speed or a
full stop in emergency conditions only. In that case an AML entry must be made.
2.2.5
Page 14
15 APR 2011
FCOM Procedures
15.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
USE OF BRAKES
Automatic Braking
The autobrake system is armed by selecting a deceleration setting prior to landing as per procedure.
The autobrake system settings to be used are:
–
OFF : SCD, on very long runways, with weather conditions CAT I or better.
–
MIN : All routine operations.
–
MED : Braking action less than good.
–
MAX : Minimum stopping distance required.
Preferably, the transition to manual braking starts at speeds below 80 KIAS. When braking action is less
than good, runway length is limited or weather conditions are below CAT I, the transition must be made at
a safe taxi speed.
The autobrakes are released by smoothly applying brake pedal force until the autobrake system disarms
and then smoothly release brake pedal pressure.
Manual Braking
When due to system malfunction or QRH dictation the landing is made without the use of the autobrake
system:
– Upon landing, the PNF announces “NO AUTOBRAKES”. The PF response is “MANUAL BRAKING”.
– Immediately after main gear touch down, smoothly apply a constant brake pressure to obtain the
desired deceleration level.
– Do not modulate.
– Do not release the brake pressure until a safe taxi speed has been reached.
16.
CALCULATED LANDING DISTANCE FOR ABNORMAL AIRCRAFT CONFIGURATION
The Calculated Landing Distance in case of a system malfunction is calculated as follows:
– Use No Auto Brakes Calculated Landing Distance table for Flaps 35.
– Apply applicable corrections.
– Apply multiplication factor.
–oOo–
15 APR 2011
2.2.5
Page 15
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.5
Approach and Landing
INTENTIONALLY LEFT BLANK
2.2.5
Page 16
15 APR 2011
MD-11
FCOM Procedures
1.
2.2
PROCEDURES & TECHNIQUES
2.2.6
Go--Around
GENERAL
After the command “CHECK THRUST”, the PF should have both hands at the control wheel.
When the GA mode is active, touchdown will not result in deactivation of the GA mode.
Selection of GA after wheel spin-up will disengage the AP. The FD GA mode is available.
Never attempt a go--around after reverse thrust has been selected.
When a runway has a related missed approach procedure, it will be in the nav data base.
The NAV mode can be selected above 400 ft HAA.
Desired G/A level--off speed may be preselected after VAPP is captured during approach.
The use of the AFS is highly recommended, as soon as possible after gear-up selection.
2.
GO-AROUND PROCEDURE
PF
EVENT
–
–
–
PNF
Command “GO-AROUND”
Push GA button and
advance throttles to GA
thrust. Simultaneously
increase pitch to FD pitch
command or monitor
autopilot pitch commands to
establish climb and airspeed
(22_ ANU maximum)
Command “FLAPS 28”
NOTE:
If ground spoilers are deployed as a result of main wheel
spin--up, ATS will not advance number 2 throttle. Manually
advance throttles to GA thrust.
–
Check FMA changes to
... PITCH | HEADING ...| GO-AROUND ...
–
Command
“CHECK THRUST”
Positive climb rate
–
Command “GEAR UP”
When required by missed
approach procedure and above
400 ft RA
–
Command “SET
HEADING__/ NAV” if
required
–
–
Check N1 set at GA N1
Confirm “THRUST SET”
(Continued)
8 JAN 2007
2.2.6
Page 1
MD-11
FCOM Procedures
2.2
PROCEDURES & TECHNIQUES
2.2.6
Go--Around
EVENT
PF
NOTE:
–
–
–
At go-around altitude
Commanded airspeed during climb will be VMIN + 5 for
28_ flaps or indicated airspeed when GA button was
pushed, whichever is higher.
Altitude capture will automatically cancel GA pitch
mode.
If in a bank when GA button is pushed, AFS will roll
wings level. As bank angle comes through 3_, AFS will
hold heading that exists at that time.
Proceed as required.
CAUTION:
The VMIN speed is equal to 1.2 VS if the aircraft altitude remains below the ACCEL
altitude of the Go-Around page.
NOTE: –
Under extreme conditions (high OAT, high GW, go-around altitude > 3,000 ft HAA)
acceleration for clean-up at a lower altitude is SCD, with a minimum of 2,000 ft HAA.
When climbing to high go-around altitudes, selecting of CLB-thrust at minimum 1,500 ft HAA
is permitted SCD.
Main gear touchdown may be expected if the go-around is initiated below 30 ft RA.
–
–
3.
PNF
WAVE-OFF
The wave-off procedure (rejected landing) is similar to the go-around procedure except that the
manoeuvre begins with the throttles near or at idle and at altitudes below 50 ft.
During an autoland the AP/FD and ATS will provide a safe climb out, provided GA mode is activated prior
to a momentary main gear touchdown.
Selecting the GA mode after main gear touchdown will disengage the AP.
ATS will not advance throttle engine 2 during go--around after a main gear touchdown.
When the aircraft is under manual control, pay special attention to the following aspects:
– Rotate positively, initially to maximum 10_ ANU to avoid tail strike.
– During thrust application devote full attention to pitch attitude control.
– Do not rotate to a climb attitude until the speed is a minimum of VAPP.
– Be prepared for a slow and/or uneven engine spin-up.
– Touching of the main gears must be expected as it takes a few seconds for the engines to accelerate
from idle to GA thrust.
– Do not call for gear up until the critical phase has passed and a positive climb is established.
NOTE: Auto ground spoilers will retract and autobrakes will disarm when throttle engine #2 is advanced
for a wave-off initiated after touchdown.
2.2.6
Page 2
17 SEP 2007
FCOM Procedures
4.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.6
Go--Around
ILS PRM BREAKOUT
Operational requirements and background information for ILS PRM approaches can be found in the route
documentation.
Breakouts differ from missed approach procedures and may require either a climb or a descent.
When directed by ATC, the following procedure becomes mandatory and requires immediate action.
Procedure
PF
PNF
–
–
AP(s) . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
ATC command(s) . . . . . . . . . . . FOLLOW
S Ignore Flight Director
–
After turn has been initiated and conditions
permitting:
Command “SET FCP”
–
NOTE:
–
–
–
Flight Path . . . . . . . . . . . . . . . . . MONITOR
Altitude and heading . . . . . . . . PRESET
S Do not push / pull selectors
–
–
APPR/LAND Switch . . . . . . . . . PUSH
HDG/TRK Selector . . . . . . . . . . PULL
LAND ARMED is still displayed in the FMA. To disengage LAND ARMED push HDG
Selector on breakout heading.
Command “SET AUTOFLIGHT”
NOTE: 1.
2.
3.
4.
Do not use the GA mode.
Postpone configuration changes until established on the breakout heading and altitude.
Do not exceed 1,000 ft/min during a descending breakout
TCAS Resolution Advisory (RA) shall always be followed immediately.
If this deviates from an ATC clearance, the PNF should inform ATC as soon as practical
When following a RA, the turn portion of the ATC breakout instruction should be complied
with, unless this is determined to be unsafe.
–oOo–
15 APR 2011
2.2.6
Page 3
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.6
Go--Around
INTENTIONALLY LEFT BLANK
2.2.6
Page 4
8 JAN 2007
FCOM Procedures
1.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.7
Engine Failure
GENERAL
There are three possible natures of failure: engine failure, engine fire or severe engine damage.
If in doubt about the climb performance, command: “SET MAXIMUM THRUST” and check aircraft
configuration.
When the FCC detects an engine out condition or when the ENG OUT key is pushed, a CONFIRM ENG
OUT prompt is displayed. After confirmation, all predictions and speeds are based on N--1 performance.
The increase in fuel consumption versus distance is approximately 15% if an engine has failed.
This figure is for quick reference only and includes the effects of lower altitudes and speeds.
Use of Auto Flight System
The AFS management is the same as described for all engines operating.
Center FD bars before AP engagement.
For engine 1 failure use autopilot 1, otherwise use autopilot 2.
An autoland is allowed.
The Parallel Rudder Control is active in the T/O, GA and LAND modes (SINGLE/DUAL LAND).
Be prepared to maintain required rudder input when exiting the T/O or GA mode (changing roll mode or
retracting slats) or when disconnecting the AP in the LAND mode.
Parallel Rudder Control is not available in T/O and GA modes if N1 of engine 1 or engine 3 is invalid.
Partial Thrust Loss
When thrust on an engine is reduced as a consequence of an QRH procedure, conservatively assume
that only N-1 performance is available. Engine shutdown should not be performed unless dictated by an
QRH procedure. The existing partial thrust loss or a subsequent complete thrust loss on the affected
engine will then be of less influence to the flight execution.
An operating engine may still deliver some thrust and output to hydraulic, electrical and pneumatic
systems.
2.
ENGINE FAILURE BEFORE V1
Refer to Takeoff -- RTO Procedure.
3.
ENGINE FAILURE AFTER V1
At VR, rotate smoothly at approximately 2.5_/sec to attain V2 at 35 ft..
The FD will command a minimum of V2 or the existing speed up to a maximum of V2 + 10.
If derated thrust is used and an engine failure occurs, full-rated thrust can be attained by manually
advancing the throttles to the T/O limit, however at the EO ACCEL altitude the derated thrust limit is
automatically selected again.
MCT thrust limit is selected when the slats are retracted, altitude is above the all engine acceleration
altitude and speed is VSR or above.
MCT thrust limit is also selected when the aircraft captures the FCP altitude.
All calculations are based on accelerations during turns and bank angles up to 25_(except when bank
angle 15_ is required according the published engine failure procedure).
The diversion point is the point where the engine failure lateral path deviates from the SID.
3.1
ENGINE FAILURE BEFORE PASSING DIVERSION POINT
Proceed according the published engine failure procedure, if no height published accelerate at minimum
1,500 ft. HAA.
15 APR 2009
2.2.7
Page 1
MD-11
FCOM Procedures
2.2
PROCEDURES & TECHNIQUES
2.2.7
Engine Failure
PROCEDURE
EVENT
PF
Engine failure/fire/
severe damage
–
Maintain directional control
VR
–
Smoothly rotate at appr.
2.5_/second to attain V2 at 35
ft. AGL.
After lift-off
NOTE:
Positive rate of climb and V2
–
–
–
At 400 ft. HAA or above
–
Call “ENGINE FAILURE”.
–
State nature of failure.
–
After slats are retracted
disarm spoiler handle and
select AUTO BRAKE OFF.
–
Check MCT thrust is set.
Command
“SET TRACK/HEADING ...”
Command
“SET BANK LIMIT 15” if
required.
–
At N-1 acceleration altitude
–
Accelerate.
At VFR
–
Command “FLAPS ZERO” and
“SET SPEED 250/VCL”.
At VSR
–
Command
“SLATS RETRACT”.
–
Call “ROTATE”.
Command “GEAR UP”.
Command “SET EO”.
Command
“SET RUNWAY TRACK” if
required.
Command “SET
AUTOFLIGHT”.
Command “TAKE ACTION”.
–
–
–
If engine failure occurs prior to attaining V2, accelerate to
and maintain V2. If engine failure occurs between V2 and
V2 + 10, maintain that airspeed. If airspeed is above V2 +
10, reduce to V2 + 10 and maintain airspeed until reaching
acceleration height.
Tail strikes may occur at rotation rates of 3.8_second or
greater or pitch angles in excess of 12 below 35 feet AGL.
Center the pitchbar to maintain speed (min V2 - max V2 +
10)
Gear selected up and
(anticipated) thrust loss
Turn required
PNF
Clean configuration established
and above ALL ENG ACCEL
ALT
Takeoff without use of PROF.
2.2.7
Page 2
–
At N--1 acceleration altitude:
S Select speed 250 knots or VCL whichever is higher.
–
After slats are retracted:
S Select LEVEL CHANGE. (Above ALL ENG ACCEL ALT, MCT thrust is set)
15 APR 2009
MD-11
FCOM Procedures
3.2
2.2
PROCEDURES & TECHNIQUES
2.2.7
Engine Failure
ENGINE FAILURE AFTER PASSING DIVERSION POINT
When the diversion point has been passed, in principle follow the SID. Obstacle clearance is not assured.
PROCEDURE
EVENT
PF
(anticipated) Thrust loss
–
Maintain directional control
At 400 ft. HAA or above
–
–
Command “SET EO”.
Command
“SET SPEED HOLD”.
Command “SET ALTITUDE”.
Command
“SET AUTOFLIGHT”.
Command “TAKE ACTION”.
–
–
–
Clear of obstacles
–
Command
“SET SPEED 250/VCL”
At VFR
–
Command “FLAPS ZERO”.
At VSR
–
Command
“SLATS RETRACT”.
NOTE:
Clean configuration established
and above ALL ENG ACCEL
ALT
PNF
–
Call “ENGINE FAILURE”.
State nature of failure.
–
After slats are retracted
disarm spoiler handle and
select AUTO BRAKE OFF.
If the aircraft is in a sustained turn, or in moderate or
greater turbulence, slat retract may be delayed to a speed
greater than VSR.
–
Check MCT thrust is set.
NOTE: Upon command “SET ALTITUDE”, pull Altitude Selector and adjust FCP altitude if required.
15 APR 2009
2.2.7
Page 3
MD-11
FCOM Procedures
4.
2.2
PROCEDURES & TECHNIQUES
2.2.7
Engine Failure
ENGINE FAILURE EN ROUTE
PROCEDURE
EVENT
(anticipated) Thrust loss
PF
–
Maintain directional control
–
Call “ENGINE FAILURE”.
–
–
Command “SET EO”.
Command
“PRESET ALTITUDE”.
Command “SET
AUTOFLIGHT”.
–
–
State nature of failure.
Check MCT thrust is set.
–
–
NOTE: –
–
–
5.
PNF
Command “TAKE ACTION”.
Upon command “PRESET ALTITUDE”, preset/check FCP altitude below the MAX ENG OUT
altitude.
During climb, AFS will continue to climb (with the new two engine ECON speed target) when
below the two engine maximum altitude. When above the two engine maximum altitude, the
AFS will continue to climb with the drift down speed until it can no longer climb.
During cruise, the AFS will maintain the current speed until the MCT thrust limit is reached,
then the drift down speed will become the speed target.
If an altitude below the MAX ENG OUT altitude is preset, the aircraft will start a slow descent
with MCT thrust.
If the actual altitude hold is above the MAX ENG OUT altitude, the aircraft will reduce speed
to below VMIN and start descent if available thrust is not sufficient.
N-1 APPROACH AND LANDING
Procedures for approaches with one engine inoperative are identical to the all--engine approaches, with
the following exceptions:
– Use FLAPS 35 for landing.
– Resetting rudder trim to zero before landing is left to the preference of the individual pilot. If the
rudder trim is to be reset before landing, PNF will set the rudder to zero upon PF’s command. This
must be accomplished well before reaching 500 ft. HAT, in order to ensure that PNF is available for
monitoring during the latter part of the approach.
– After main gear touchdown raise all reverse levers to the interlock. After nosewheel landing select
reverse thrust on operating engines within controllable limits.
6.
N-1 GO-AROUND
The N-1 go-around procedure is the same as the all engine go-around procedure.
7.
N-1 DURING GO-AROUND
If an engine failure/fire/severe damage condition is detected during go-around, perform memory items at
400 ft. HAA or above.
–oOo–
2.2.7
Page 4
15 APR 2009
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
Due to the variety of critical flight condition scenarios, procedures are intended as initial actions to counteract a
direct threat. It is assumed that after recovery all relevant systems are reset.
1.
EMERGENCY DESCENT
Procedure
–
–
–
Altitude Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE/PULL
S Preselect a lower altitude and pull altitude select knob to initiate descent in pitch mode.
Initiate descent to 10,000 feet or minimum safe altitude, whichever is higher.
SPOILER Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPD BRK FULL
S Squeeze and pull SPOILER handle to SPD BRK FULL.
WARNING: If structural damage is suspected or turbulence present,
do not exceed .82 Mach/305 KIAS.
–
–
2.
IAS/MACH Select Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT .85 MACH/320--350 KIAS.
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PITCH 10_/MAX BANK 30_
VOLCANIC ASH
Refer to FCOM Volume II -- Emergency and Abnormal Procedures -- VOLCANIC ASH.
Procedure
If a volcanic ash cloud is inadvertently entered during flight, depart the area by the shortest route
possible. Consider a descending 180 degree turn.
–
Do not use windshield wipers.
Perform the following actions as rapidly as possible:
–
–
–
–
–
–
–
Autothrottles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
Throttles (All) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
S Retard throttles to idle, terrain permitting.
ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ON
ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI--ICE SYSTEM MANUAL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
ENG ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
15 APR 2011
2.2.8
Page 1
MD-11
FCOM Procedures
3.
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
GROUND PROXIMITY
The following procedures are mandatory after activation of a GPWS alert.
CAUTION:
Do not ignore short duration warnings. Take immediate action.
The GPWS system provides notification to the crew at two levels depending on the urgency of the
situation. The more critical cases provide warnings. The less critical cases provide cautions.
3.1
EGPWS WARNING
Any of the following conditions are regarded as a GPWS warning:
– Activation of the following GPWS aural alerts: “TERRAIN--TERRAIN, PULL--UP” or “PULL--UP”.
– A solid red warning area displayed on the navigation displays (ND).
– Red GROUND PROX message in the flight mode annunciator (FMA).
If a GPWS warning is activated or at any moment unacceptable terrain closure is suspected,
the Pull Up procedure must be performed:
– Immediately apply maximum thrust.
– Disengage the autopilot.
– Rotate the aircraft at a rate of 3 degrees per second (similar to a normal takeoff rotation rate) to a 20°
ANU pitch attitude.
Trade airspeed for climb performance. If necessary (to prevent ground contact), continue to increase
pitch attitude until stick shaker actuates. In this situation, consider use of emergency overboost by
moving throttles to their mechanical limits (through the overboost stop).
NOTE: If engine emergency overboost is used, enter the event into the log.
Retract speedbrakes (if extended).
Disregard the flight director.
Roll wings level, unless required for obstacle avoidance.
Do not change gear or flap configuration until terrain separation is assured.
Monitor radio altitude for sustained or increasing terrain separation.
After the GPWS warning ceases, continue climb to the applicable Minimum Safe Altitude.
–
–
–
–
–
–
Flight at high pitch and low speed requires considerable aft control column force. Do not trim.
Do not try to regain lost airspeed until clear of terrain.
Recover from high pitch / low speed condition according the UPSET procedure.
Pull Up Procedure
PF
–
–
–
–
–
2.2.8
Page 2
Thrust . . . . . . . . . . . . . . . MAX THRUST
S If required, use emergency overboost.
Autopilot . . . . . . . . . . . . . OFF
Pitch . . . . . . . . . . . . . . . . 20° ANU
S If required, adjust pitch attitude to obtain
maximum climb performance.
Speedbrakes . . . . . . . . . RETRACTED
Roll . . . . . . . . . . . . . . . . . WINGS LEVEL
PNF
–
–
Radio Altitude . . . . . . . . ANNOUNCE
Flight Path . . . . . . . . . . . MONITOR
4 FEB 2008
FCOM Procedures
3.2
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
EGPWS CAUTION
Any of the following conditions is regarded as a GPWS caution:
– Activation of any of the following GPWS “CAUTION TERRAIN”, “TERRAIN--TERRAIN”, “TOO LOW
TERRAIN”, “SINK RATE”, “DON’T SINK”, “GLIDESLOPE”, “TOO LOW FLAPS”, “TOO LOW GEAR”,
or “BANK ANGLE” aural annunciations.
– A solid yellow caution area displayed on the ND.
– Amber GROUND PROX message in the FMA.
Activation of the EGPWS Caution
Pilot Flying must immediately correct the aircraft flight path.
WARNING: If safe terrain clearance is in doubt, perform the Pull Up maneuver immediately
until clear of terrain.
NOTE: –
SINK RATE may be disregarded below 500 ft. RA, but only if properly briefed and vertical
speed is closely monitored.
– GLIDE SLOPE may be disregarded in case of:
S ILS back beam or circling approach.
S change over to another runway on a visual approach.
S when conditions require a deliberate approach below glideslope.
S prior notification of unreliable G/S signal.
– TOO LOW FLAPS and TOO LOW GEAR cautions always necessitate a go--around.
4.
WINDSHEAR
The Windshear Alert and Guidance System (WAGS) provides the best guidance through a windshear.
The WAGS inhibits GPWS and TCAS warnings and alerts when windshear guidance is active.
If the “WINDSHEAR” warning is activated or at any moment flight path deviations become unacceptable
and windshear is suspected, either pilot calls: “WINDSHEAR”.
Roll wings level, unless required for obstacle avoidance, before initiating the pitch increase.
This maneuver may require a pitch attitude other than the initial 15° ANU to obtain the required terrain
clearance or desired flightpath. Flight at intermittent stickshaker / initial buffet is the upper pitch limit.
Smooth and steady pitch control will avoid attitude overshoot or (accelerated) stall. The Pitch Limit
Indicator indicates the maximum angle of attack.
If needed, consider use of engine emergency overboost by moving throttles to their mechanical limits
(through the overboost stop).
NOTE: If engine emergency overboost is used, enter the event into the log.
Flight at high pitch and low speed requires considerable aft control column force. Do not trim.
Do not change gear / flap configuration and do not try to regain lost airspeed until terrain clearance is no
longer a factor.
Recover from high pitch / low speed condition according the UPSET procedure.
PNF primarily calls out radio altitude. Through these calls-outs, the PF is able to evaluate if present
flightpath is effective. During this maneuver the PNF will coach the PF to the maximum extent to increase
situation awareness or optimize pitch handling.
NOTE: –
–
4 FEB 2008
“WINDSHEAR” warning is delayed during sustained turn with bank angle greater than 15°.
WAGS is inhibited until nose gear liftoff.
2.2.8
Page 3
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
Recovery Procedure
J With Windshear Alert and Guidance System operative
F On ground
–
Apply maximum thrust.
No later than 600 m runway remaining:
– Increase pitch angle to 12° ANU.
Still no lift-off:
– Increase pitch, if necessary even up to tail strike attitude.
– Select engine emergency overboost.
– Continue with ’In flight’.
F In flight
This procedure is intended primarily to minimize height loss.
PF
PNF
–
Either pilot calls: “WINDSHEAR”
Leave AP and ATS engaged or follow FD
commands.
Thrust . . . . . . . . . . . . . . . MAXIMUM THRUST
S If required, use emergency overboost.
GA button . . . . . . . . . . . . PUSH
Roll . . . . . . . . . . . . . . . . . WINGS LEVEL
Speedbrakes . . . . . . . . . RETRACTED
–
–
–
–
–
–
–
Radio Altitude . . . . . . . . ANNOUNCE
Flight Path . . . . . . . . . . . MONITOR
J Without Windshear Alert and Guidance System operative
F On ground and decision is made to continue the take-off
–
Apply maximum thrust.
At VR, but not later than 600 m runway remaining:
– Rotate to 12° ANU.
Still no lift-off:
– Increase pitch, if necessary even up to tail strike attitude.
– Select engine emergency overboost.
– Continue with ’In flight’.
F In flight
This procedure is intended primarily to minimize height loss.
PF
PNF
–
–
–
–
–
–
–
–
2.2.8
Page 4
Either pilot calls: “WINDSHEAR”
Autopilot . . . . . . . . . . . . . OFF
Autothrottle . . . . . . . . . . OFF
Thrust . . . . . . . . . . . . . . . MAXIMUM THRUST
S If required, use emergency overboost.
GA button . . . . . . . . . . . . PUSH
Roll . . . . . . . . . . . . . . . . . WINGS LEVEL
Pitch . . . . . . . . . . . . . . . . 15° ANU
Speedbrakes . . . . . . . . . RETRACTED
–
–
Radio Altitude . . . . . . . . ANNOUNCE
Flight Path . . . . . . . . . . . MONITOR
4 FEB 2008
MD-11
FCOM Procedures
5.
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
TCAS WARNINGS
Traffic Advisory (TA)
A TA informs the crew about traffic in the vicinity.
After a TA try to establish visual contact with the intruder.
Resolution Advisory (RA)
A RA advises the crew about maneuvers to be followed to avoid collision with conflicting traffic. After an
RA the following procedure becomes mandatory and requires immediate action, unless the PF
determines that this jeopardizes safe operation of the aircraft:
PF
–
–
Disengage AP(s).
Follow TCAS command(s) until clear of
conflicting traffic.
PNF
–
–
Check outside.
Inform ATC.
“Monitor vertical speed” is spoken once if there is a softening of the advisory from a previous corrective
advisory.
CAUTION:
Longitudinal control forces at high altitude will be light (e.g. aft center of gravity).
NOTE: Pushing the AP disconnect switch during an RA will always remove the FD bars from view. This
occurs with the autopilot on or off. The TCAS “Clear of Conflict” advisory will automatically return
the FD bars into view.
Use positive control inputs in the direction and with the magnitude TCAS advises, while attempting to
sight the conflicting traffic. For TCAS to properly function, initial vertical speed response is expected
within 5 seconds of an RA with maneuvering G forces similar to those felt when responding to an ATC
clearance to climb or descend “immediately”, (approximately +0.25 G change in load factor). If possible,
visually confirm the necessity and suitability of the avoidance maneuver but, recognize that any other
aircraft seen visually may not necessarily be the threat aircraft or the only aircraft TCAS is responding to.
Respond immediately to any increase or reversal RA maneuver advisories. Initial vertical speed
response to an increase or reversal RA is expected by TCAS within 2--1/2 seconds of issuance of the
advisory; use a maneuvering G force of approximately +0.35 G change in load factor.
CAUTION:
–
–
4 FEB 2008
Once the RA has been issued, safe separation could be compromised if current
vertical speed is changed, except as necessary to comply with the RA. This is
because TCAS II - to - TCAS II coordination may be in progress with the intruder
airplane, and any change in vertical speed that does not comply with the RA may
negate the effectiveness of the other airplane’s compliance with the RA.
If a conflict exists between ATC clearance and RA, follow the Resolution Advisory
and advise ATC.
2.2.8
Page 5
FCOM Procedures
6.
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
STALL
General
A stall is flight beyond the critical angle of attack.
A stall is characterized by a combination of:
– buffeting
– inability to arrest descent
– continuous stickshaker.
Procedure
This procedure is intended to recover from a more or less level flight (approach to) stall condition.
–
–
–
–
–
–
–
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM THRUST
Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL
Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5° ANU(0° for high levels)
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
S In clean configuration at low altitude.
If ground contact is imminent, adjust pitch attitude to avoid terrain contact and select emergency
overboost.
Flight at intermittent stickshaker is the upper pitch limit.
7.
UPSET
7.1
GENERAL
An upset can generally be defined as unintentionally exceeding the following conditions:
– Pitch attitudes greater than 25° nose up, or
– Pitch attitude greater than 10° nose down, or
– Bank angle greater than 45° , or
– Within above parameters, but flying at airspeeds inappropriate for the conditions.
Situation awareness should be established primarily by reference to flight instruments:
– Locate the sky pointer.
– Determine pitch attitude.
– Locate the horizon line.
– Visual cues, if available, may also contribute significantly.
Smooth and steady pitch control during recovery, especially at high altitude, will avoid excessive g-loads,
overcontrolling or (accelerated) stall.
Careful use of rudder to aid roll control should be considered only if roll control is ineffective and the
aircraft is not stalled. Abrupt or uncoordinated rudder may lead to structural damage, large side slip
angles or excessive roll rate.
The following techniques assume the aircraft is not stalled. A stalled condition can exist at any attitude
and may be recognized by continuous stick shaker activation accompanied by one or more of the
following:
– Buffeting, which could be heavy at times.
– Lack of pitch authority and/or roll control.
– Inability to arrest descent rate.
If the aircraft is stalled, recovery from the stall must be accomplished first by applying and maintaining
nose down elevator until stall recovery is complete and stick shaker activation ceases.
2.2.8
Page 6
4 FEB 2008
FCOM Procedures
7.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
BANK ANGLE
–
–
–
7.3
MD-11
2.2
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Release elevator control backpressure and roll the shortest way towards the sky pointer.
NOSE HIGH
WARNING: Excessive use of pitch trim or rudder may aggravate an upset situation or may result
in loss of control and/or high structural loads.
–
–
–
–
–
–
–
Recognize and confirm the situation.
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Roll (adjust to obtain a nose down pitch rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX. 60° BANK
Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWARDS HORIZON
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
Approaching the horizon:
– Fly to a wings level, slightly nose low attitude.
– Adjust thrust and pitch to establish an appropriate airspeed and attitude.
7.4
NOSE LOW
WARNING: Excessive use of pitch trim or rudder may aggravate an upset situation or may result
in loss of control and/or high structural loads.
–
–
–
–
Recognize and confirm the situation.
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Roll in shortest direction (unload and roll if bank angle more than 90° ) . . . . WINGS LEVEL
J Airspeed High
– Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
– Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWARDS HORIZON
– Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
J Airspeed Low
– Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM THRUST
– Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Establish appropriate pitch attitude.
– Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
–oOo–
4 FEB 2008
2.2.8
Page 7
FCOM Procedures
MD-11
2.2
PROCEDURES & TECHNIQUES
2.2.8
Critical FLight Conditions
INTENTIONALLY LEFT BLANK
2.2.8
Page 8
4 FEB 2008
2.3
FCOM Procedures
2.3.1
MD-11
NORMAL PROCEDURES
Table of Contents
GENERAL
1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2. . Normal Procedures and Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
2.3.2
Operating With System Controller(s) in Manual . . . . . . . . . . . . . . . . . . . . . . . . page 4
EXPANDED NORMAL PROCEDURES
1.
Captain’s Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
FO’s Cockpit Preparation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
3.
Final Cockpit Preparation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 13
4.
Before Starting / Pushback Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14
5.
Before Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 15
6.
Taxi-out Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 16
7.
Before Take-off Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 17
8.
After Take-off Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 17
9.
Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 19
10. Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20
11. Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20
12. Taxi-in Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 21
13. After Parking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 22
14. Termination Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 24
2.3.3
NORMAL CHECKLIST
–oOo–
17 SEP 2007
ToC
Page 1
2.3
FCOM Procedures
MD-11
NORMAL PROCEDURES
Table of Contents
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.3
NORMAL PROCEDURES
2.3.1
General
INTRODUCTION
This section contains detailed procedures necessary for conducting a normal flight in a safe and orderly
manner. These procedures are specifically designed to be used with all system controllers operating in
automatic mode. For operation with any system controller in the manual mode refer to OPERATING
WITH SYSTEM CONTROLLER(S) IN MANUAL in this section.
Procedures are listed in phase of flight sequence, starting with preparation at the aircraft for flight, and
extending through post--flight duties at destination.
2.
NORMAL PROCEDURES AND CHECKLIST
Normal Operating Procedures
The Normal Operating Procedures are amplified where necessary to provide more detailed information.
In some cases the amplification is contained in Supplemental Procedures or the Procedures &
Techniques section of the FCOM.
All items of a given procedure are intended to prepare the aircraft for the next phase of flight. They are
listed in a sequence which follows a standard scan pattern except when logic of actions requires a
different priority. Scan sequence is used to ensure that panels are thoroughly inspected so that specific
actions and observations will be performed.
In principle, each procedure is initiated by PNF (PF when on blocks) and intended to be completed from
memory. When procedures are completed (or if procedure is not initiated), checklists are to be
accomplished when procedurally called for to ensure required and essential procedures have been
accomplished in an appropriate manner.
During the Preparation Procedure the Captain and First Officer have their own specific tasks,
independent of who will be PF. From the Before Starting Procedure onwards, the division of duties will be
PF/PNF.
Checklist Philosophy
After completion of the normal procedures for a given task or phase of flight, a checklist is normally used
to verify systems are correctly configured and/or specific actions have been performed. The Normal
Operating Procedures contain detailed procedures to be followed in order to properly comply with each
item contained in the checklists. Checklists do not include all items listed in the Normal Operating
Procedures. All items printed in bold in the section Expanded Normal Procedures are checklist items.
Checklists are initiated at the PF’s command, except the Preparation Checklist which is initiated by the
Captain. All checklists, except the After Takeoff and Taxi--in Checklists, are challenge--and--response.
The After Takeoff and Taxi--in Checklists are silent checklists accomplished by the PNF.
Checklist reading is done by the PNF, except the Preparation Checklist which is read by the First Officer.
Reading the applicable checklist header, announce in which mode the mentioned System Controller is
operating.
The responses will be made by the other crewmember when the aircraft is on blocks and by the PNF
when the aircraft is off blocks. Both crewmembers will respond to items affecting aircraft configuration.
These items are flaps/slats, stabilizer trim, spoilers, landing gear and autobrakes.
When practical, it is the reader’s responsibility to visually check that the action taken agrees with the
response. When a crewmember reading the checklist has ascertained that all items have been
completed, he will announce that the appropriate checklist has been completed by stating “__________
Checklist complete.”
15 APR 2009
2.3.1
Page 1
MD-11
FCOM Procedures
2.3
NORMAL PROCEDURES
2.3.1
General
Performing Procedure:
CAPTAIN’s and FO’s
PREPARATION:
FINAL COCKPIT
PREPARATION
Preparation phase before departure.
:
Ships papers on board, both pilots present.
BEFORE STARTING/
PUSHBACK
:
Aircraft ready for engine start or pushback.
BEFORE TAXI
:
The procedure may be initiated when engines are stabilized at
idle thrust. Taxi clearance may only be obtained after completion of the Before Taxi Checklist.
TAXI-OUT
:
During taxi out.
BEFORE TAKE-OFF :
Approaching the departure runway; no delay expected.
AFTER TAKE-OFF
:
First part: safe climb established in clean configuration (if possible). Second part: when passing 10,000 ft AGL.
DESCENT
:
Prior reaching top of descent.
APPROACH
:
When passing 10,000 ft AGL.
LANDING
:
As stated in Procedures and Techniques - Approach Procedure.
TAXI-IN
:
Clear of the landing runway unless a taxi--back maneuver is
required. In the latter case the checklist should be delayed until
completion of the 180 turn.
AFTER PARKING
:
At the parking position; parking brakes set.
TERMINATION
:
Before leaving the aircraft unattended either by maintenance or
by flight crew.
Transit Check
During a transit stop (quick turn--around), certain items of the Preparation procedure are not required
when the following conditions are met:
1.
2.
3.
4.
No crew change made during the turn--around.
At least one crew member remains with the aircraft.
All aircraft electrical buses remain powered during the entire turn--around.
No maintenance actions other than normal service items are performed.
The items which are not required in this case are:
1.
2.
3.
4.
5.
Engine and APU fire test.
GPWS warning test.
Takeoff warning test.
Crew oxygen mask check.
Nav equipment check.
NOTE: These items are marked with an asterisk (*) in the Preparation procedure as well as in the
Preparation checklist.
2.3.1
Page 2
17 SEP 2007
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.1
General
Panel Scan and Cockpit Preparation
The Preflight Panel Scan illustration describes the flow of the panel scan and Cockpit Preparation
Checklist. If both pilots are present for the panel scan each would complete his/her portion of the panel
scan, then both would perform the checklist. If one pilot is not present during the panel scan the other
pilot would normally complete all of the panel scan.
8 JAN 2007
2.3.1
Page 3
FCOM Procedures
3.
MD-11
2.3
NORMAL PROCEDURES
2.3.1
General
OPERATING WITH SYSTEM CONTROLLER(S) IN MANUAL
If any system controller is operated in the manual mode, the additional manual procedure checklists must
be accomplished as a challenge--do--verify checklist. The header of the checklist will identify the
system(s) that has additional manual procedure items for that phase of flight, the applicable procedures
are on the inside of the Normal Checklist.
During the preparation procedure the First Officer will normally accomplish the additional manual
procedure when the respective system is set during the scanflow by use of the Normal Checklist. These
are then checked when reading the Preparation Checklist.
For all other procedures, the manual procedure checklist is performed when the relevant normal checklist
is read. The PNF will first verify the header of the checklist and, if the system operated in manual is
identified in the header, first accomplish the manual procedure checklist for that system, before
continuing with reading the normal checklist.
Reading of the manual procedures checklist is done as follows:
– PNF announces the title of the normal checklist.
– The PNF announces the manual procedure reference (e.g. “FUEL”)
– The PNF reads the relevant manual procedure items, including the response.
– On blocks the Captain or PF makes the selection and off blocks the PNF.
– The normal checklist is then read.
–oOo–
2.3.1
Page 4
8 JAN 2007
MD-11
FCOM Procedures
1.
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
CAPTAIN’S COCKPIT PREPARATION PROCEDURE
Before initiating this procedure verify the FO has completed the first five items of the FO’s
PREPARATION PROCEDURE (dashed line). If the FO has not completed these items the first person
arriving at the aircraft must accomplish these items to ensure the proper configuration prior to
establishing power to the aircraft.
*
NAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CKD
S Check validity and proper contents of left nav bag for all stretches of the
flight.
–
Serviceability
S Examine AML / CML for previous discrepancies. Observe that
uncorrected items not required for dispatch are placarded appropriately
and so noted in the ATL. Verify the preflight inspection has been
performed and signed off. Verify that the aircraft has been signed off with
a statement “Release to Service” in the AML. Refer to AML instructions
for use, inserted in front of the ATL. Ensure that both pilots have
reviewed the status of the ATL.
S Push each cue switch and check SD for synoptic completeness, faults,
proper fluid quantities and system configuration.
–
IRS Panel
S IRS Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
– Check IRU IN ALIGN message displayed on the EAD.
– Observe CARGO FIRE TEST alert is displayed on EAD.
If moving NAV/OFF selector does not initiate the test or
CRG FIRE TST FAIL alert is displayed on the EAD,
a manual cargo fire test must be performed.
NOTE: –
NAV OFF lights remain on during the alignment phase.
MANUAL CARGO FIRE TEST
–
CARGO FIRE MANUAL TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH and HOLD
(until CARGO FIRE TEST alert is displayed on EAD)
NOTE:
–
–
–
During the test, the CRG FLO FWD DISAG and
CRG FLO AFT DISAG alerts may be displayed.
Failed heat or smoke detectors are displayed on the AIR
synoptic as amber rectangles with an F inside.
Passed heat detectors are displayed as amber circles
and passed smoke detectors are displayed as amber triangles.
IRS Initialization
S Initialize the IRS after both pilots have checked the LAT and LONG
position on the GNS POS line using their own documentation (use gate
position or most accurate latitude and longitude as a reference).
15 APR 2009
2.3.2
Page 1
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
–
Glareshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/___hPa
S On ECP:
– IN/HP Changeover Button . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
– Outer BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH
– Inner BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET QNH
– Outer MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BARO
– Inner MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET EO ACCEL ALT
– MAG/TRU Changeover Button . . . . . . . . . . . . . . . . . . . . . . MAG
– ND Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
– VOR/ADF switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
– Display Option switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
– WX BRT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT
S On FCP:
– IAS/MACH Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IAS 250
– HDG/TRACK Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RWY HDG
– Bank Angle Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
– AFS OVRD OFF Switches . . . . . . . . . . . . . . . . . . . . . . . . . . UP
– Altitude Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIAL ALT ___ FT
*
Oxygen System / Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET 100%
S Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S INT Volume Knob on ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Mask Storage Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
S Normal/100% Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
S EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . . . . NORMAL
S Simultaneously:
– RESET/TEST Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
– EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
– INT/RADIO Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INT
S Check:
– Oxygen flow is constantly audible via the speakers.
– Oxygen flow indicator shows yellow cross.
S Release INT/RADIO Switch, RESET/TEST Lever and
EMERGENCY Pressure Selector.
Check oxygen flow indicator turns black.
–
SISP on Captain’s Auxiliary Panel
S CAPTAIN’S EIS SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . AUX
Check normal presentation on Captain’s DUs.
S Captain’s EIS SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . . . 1
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
–
Static Air Selector
S Ensure STATIC AIR selector is in NORM
–
Display Units
S Confirm display units are powered and appropriate indications are
displayed.
NOTE: Autopilot box will remain amber until V speeds are confirmed and IRU’s are aligned.
Autothrottle box will remain amber until an engine is started.
2.3.2
Page 2
4 FEB 2008
FCOM Procedures
–
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Clock
S Observe that the time on clock on the ND is correct. Reset the elapsed
time on clock/chronograph to zero.
NOTE: –
–
If the time is incorrect, it must be reset at the maintenance control panel.
Cyan elapsed time display will be reset when V2 is entered for the next flight.
–
PA System
S Announce via PA: ’CABIN CREW -- PA CHECK FROM THE FLIGHTDECK’.
S Obtain confirmation of audibility by (S)Purser.
–
Communication
S CRP-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF-2
S Select an appropriate handling station frequency on VHF--2, if available.
–
Audio Control Panel
S Select the desired transmitter by pushing the associated MIC/CALL
switch.
–
Final Cockpit Preparation
S Continue final cockpit preparation with both pilots present.
15 APR 2011
2.3.2
Page 3
FCOM Procedures
2.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
FO’S COCKPIT PREPARATION PROCEDURE
The first five items of the FO’s COCKPIT PREPARATION PROCEDURE (dashed line) must be
accomplished prior to establishing power to the aircraft to ensure proper configuration and prevent
damage to equipment or injury to personnel.
–
Circuit Breakers
S Observe all circuit breaker panels and verify circuit breakers are set
(some may be tripped and collared). If a circuit breaker is tripped and not
collared, notify maintenance).
–
Serviceability
S Examine AML / CML for previous discrepancies. Observe that
uncorrected items not required for dispatch are placarded appropriately
and so noted in the ATL. Verify that the preflight inspection has been
performed and signed off. Verify that the aircraft has been signed off with
a statement “Release to Service” in the AML. Refer to AML instructions
for use, inserted in front of the ATL. Ensure that both pilots have
reviewed the status of the ATL.
S Push each cue switch and check SD for synoptic completeness, faults,
proper fluid quantities and system configuration.
NOTE: The SD pages check may be postponed when aircraft power is not available yet.
–
Emergency Equipment
The following equipment should be checked for general condition and
stowage:
S Flashlights (4x)
S Life vests (4x)
S Protective Breathing Equipment unit (1x)
S Halon fire extinguisher (1x)
S Fire protective gloves (1 pair)
S Axe (1x)
S Preparation Evacuation Directives (1 pair)
S Escape ropes (2x)
–
Cockpit Safety Items
S Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Fuel Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
S SPOILER Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET/DISARMED
S FLAP/SLAT Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP/RET
S GEAR Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
S FUEL DUMP EMER STOP Switch . . . . . . . . . . . . . . . . . . . . . . . GUARDED
S DUMP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED
S MANF (Manifold Drain) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED
CAUTION:
–
Damage to the center gear may occur if the center gear is
chocked or the parking brake is set when the aircraft is
being loaded or unloaded.
Emergency Power
S EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
----------------------------------------------------------------------------------------------------------------------------------------------------------------------
2.3.2
Page 4
15 APR 2009
FCOM Procedures
–
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Battery
S BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Check BAT OFF and BAT BUS OFF lights out.
– Check EMER PWR OFF light on.
NOTE: An external warning horn will sound if the battery is selected on and the AC buses are not
powered for more than 15 sec.
–
External Power
S If EXT PWR AVAIL light is on:
– EXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S If GLY EXT PWR AVAIL light is on:
– GLY EXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*
Engine and APU Fire Test
S Push the ENG/APU FIRE TEST button and check:
– ENG and APU FIRE Handle lights are on.
– FUEL Switch lights are on.
– If external power is on:
S MASTER WARNING lights flash.
S Fire bell sounds.
S Level 3 aural warning sounds.
S APU and ENG 1, 2 and 3 FIRE alerts on EAD.
S While holding the ENG/APU FIRE TEST button, push either
MASTER WARNING light to extinguish both lights and silence the
aural warnings.
– If external power is not on:
S Repeat Engine and APU Fire Test after AC buses are powered.
–
APU Power
S Check APU ON light not flashing.
S APU PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Check APU PWR AVAIL light on ELEC panel and APU
ON light on APU panel flashing during APU start.
If APU PWR AVAIL and APU ON lights do not flash:
S APU START/STOP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Check APU ON light flashes during APU start.
– When APU ON light and APU PWR AVAIL light on ELEC
panel are on steady:
S APU PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Check APU PWR ON light on.
When start cycle is completed, check:
S APU PWR AVAIL and ON lights on.
S All DC and AC OFF lights out.
S AC TIE ARM lights on.
NOTE: “BAT CHARGING” alert may be displayed on the EAD for
approximately 5 minutes after APU start.
–
4 FEB 2008
Air APU
S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– With AIR system in auto, check PACK FLOW lights out.
2.3.2
Page 5
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
–
Gear Pins
S Check five pins and two door maintenance safety hooks.
*
NAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CKD
S Check validity and proper contents of the right and third nav bag for all
stretches of the flight.
–
EVAC Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
S EVAC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
–
Cargo Fire Panel
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S AGENT DISCH Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED
–
Generator Bus Fault Reset Panel
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
NOTE: When aircraft is powered by main external power only, GALLEY BUS OFF lights will be on.
–
Cargo Temp Panel
S FWD Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
S AFT Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4°
NOTE: –
–
–
FADEC Mode Panel
S ENG IGN OFF Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S All Other Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
–
HYD Panel
S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S HYD SYS 1, 2 and 3 PRESS Lights . . . . . . . . . . . . . . . . . . . . . . ON
–
ELEC Panel
S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S SMOKE ELEC/AIR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
S DRIVE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED
S CAB BUS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED
S EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
– Observe OFF light extinguishes
NOTE: –
–
–
–
2.3.2
Page 6
Special cargo may require a different temperature setting, refer to NOTOC.
If the AFT CARGO TEMP selector is set to the full COLD position, an erroneous “CARGO
TEMP CTL OFF” alert will be displayed.
To detect a possible APU starter relay fault the EMER PWR Selector must be selected to
ARM after the APU has started and before engine start. A successful Emergency power
test assures that no fault has occured in the APU starter relay.
Selecting ARM initiates the emergency power test, do not perform emergency power test
if “BAT CHARGING” alert is displayed. During this test the EMER PWR ON light
illuminates for 30 sec.
In case emergency power test fails, “EMER PWR TST FAIL” alert will be displayed on the
EAD.
“BAT CHARGING” alert may be displayed, following the emergency power test.
15 APR 2011
MD-11
FCOM Procedures
–
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
AIR Panel
S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S Temperature Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 O’CLOCK POS
S ECON OFF Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S MASK Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED/SAFETY WIRED
AIR MANUAL
–
–
1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
FUEL Panel
S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
FUEL MANUAL
–
–
Select FUEL on system display.
Push each tank pump switch and observe OFF lights extinguish. On FUEL synoptic,
observe each pump indicates on and no pump indicates low pressure. Push each tank
pump switch to OFF and observe OFF light illuminates and FUEL synoptic indicates
each tank pump off. Push and hold tank 1 and 3 FILL switches and observe ARM
lights illuminate and remain illuminated while switch is held. On FUEL synoptic,
observe fill valve spigots are displayed. Release FILL switches.
NOTE:
–
–
–
–
–
Tank 1 and 3 fill valves will remain armed after switch is
released and spigots will remain displayed if tank 2 contains
more than 40,000 pounds/18,144 kilograms.
If FILL switch ARM lights remain illuminated, push tank 1 and 3 FILL switches and
observe ARM lights extinguish. On FUEL synoptic, observe fill valve spigots are no
longer displayed.
Push each XFEED switch to ON. DISAG light will illuminate momentarily as valve
transitions to on. Observe crossfeed valves are open on FUEL synoptic.
Push each XFEED switch and observe ON light extinguishes. DISAG light will
illuminate momentarily as valve transitions to off. Observe crossfeed valves are
closed on FUEL synoptic.
Push tank 1, 2 and 3 TRANS switches to ON. On FUEL synoptic, observe tank 1, 2
and 3 TRANS pumps indicate on and no pump indicates low pressure. Push 1, 2 and
3 TRANS switches and observe ON lights extinguish. On FUEL synoptic, observe
pumps indicate off.
If aux tank contains usable fuel, push AUX TANKS L and R TRANS switches to ON.
On FUEL synoptic, observe each pump indicates on and no pump indicates low
pressure for a tank that contains usable fuel. Upper aux fill valve spigot is displayed.
Push tank 2 FILL switch and observe ARM light illuminates. On FUEL synoptic,
observe fill valve spigot is displayed.
(Continued on next page.)
4 FEB 2008
2.3.2
Page 7
MD-11
FCOM Procedures
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
FUEL MANUAL
(Continued from previous page.)
NOTE:
–
–
2.3.2
Page 8
Tank 2 fill valve will not remain armed without an auxiliary
transfer pump on.
Push AUX TANKS L and R TRANS switches and observe ON lights extinguish and ARM
light for tank 2 FILL switch extinguishes when both L and R TRANS switch ON lights are
extinguished. On FUEL synoptic, observe each pump indicates off and fill valve
spigot for tank 2 is no longer displayed.
If tail tank contains usable fuel, push TAIL TANK TRANS and ALT PUMP switches to ON. On
FUEL synoptic, observe each pump indicates on, no pump indicates low pressure, and
upper aux fill valve spigot is displayed. Push TAIL TANK TRANS and ALT PUMP switches
and observe ON lights extinguish. On FUEL synoptic, observe each pump indicates off and
fill valve spigot for upper aux tank is no longer displayed.
–
No smoking / Seat belts
S NO SMOKE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
Exterior Lights
S NAV Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S LOGO Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
S All Other Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
Service Interphone Panel
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
–
FLT TRK and PASS TEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
APU Panel
S FUEL, FAIL, DOOR and APU GEN OFF Lights . . . . . . . . . . . OUT
4 FEB 2008
FCOM Procedures
*
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Ground Proximity Warning System
S GPWS Terrain Override Switch . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY NOT OVRD
S WXR/TERRAIN display mode on both ND’s . . . . . . . . . . . . . . TERRAIN
S WX BRT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRT
S GPWS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST (momentarily)
Check:
– Aural warning ’GLIDE SLOPE’ sounds.
– BELOW G/S light illuminates and extinguishes.
– G/S INHIBIT illuminates and extinguishes.
– “GPWS FAULT” and “TERRAIN FAIL” alert are displayed
on the MISC page.
– Terrain test pattern displayed on each ND (only with
IRU’s aligned)
– TERRAIN TEST message displayed on the ND’s.
– Red “GROUND PROX” alert flashes three times on FMA.
– Amber “GROUND PROX” alert flashes once on FMA.
– Aural alert ’PULL UP’ sounds.
– Aural alert ’TERRAIN TERRAIN -- PULL UP’ sounds.
NOTE: If a check of all aural annunciations is desired, hold GPWS switch until ’GLIDESLOPE’ is
heard on cockpit speakers. Test will continue when switch is released.
–
AFS Panel
S FLAP LIMIT Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
S ELEV FEEL Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
–
Cabin Press Panel
S SYSTEM MANUAL Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S CABIN PRESS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
S DITCHING Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED
–
Anti-Ice / Windshield Panel
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
–
FUEL USED RESET Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
NOTE: If FUEL USED RESET Button is reset after engine start, a ’’FUEL QTY/USED CHK” alert
may be displayed in flight.
4 FEB 2008
2.3.2
Page 9
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
–
Glareshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/__hPa
S on ECP:
– IN/HP Changeover Button . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
– Outer BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH
– Inner BAROSET Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET QNH
– Outer MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BARO
– Inner MINIMUMS Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET EO ACCEL ALT
– MAG/TRU Changeover Button . . . . . . . . . . . . . . . . . . . . . . MAG
– ND Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
– VOR/ADF switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
– Display Option Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
– WX BRT Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT
S on FCP:
– IAS/MACH Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IAS 250
– HDG/TRACK Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RWY HDG
– Bank Angle Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
– AFS OVRD OFF Switches . . . . . . . . . . . . . . . . . . . . . . . . . . UP
*
Oxygen System / Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET 100%
S On F/O’s side:
– OXY QTY/LINE PRESS Switch . . . . . . . . . . . . . . . . . . . . . . OXY QTY
Check oxygen supply is within outer white band.
– OXY QTY/LINE PRESS Switch . . . . . . . . . . . . . . . . . . . . . . LINE PRESS
Check line pressure is within inner white band.
S Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S INT Volume Knob on ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Mask Storage Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
S Normal/100% Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
S EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . . . . NORMAL
S Simultaneously:
– RESET/TEST Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
– EMERGENCY Pressure Selector . . . . . . . . . . . . . . . . . . . . PUSH AND HOLD
– INT/RADIO Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INT
S Check:
– Oxygen flow is constantly audible via the speakers.
– Oxygen flow indicator shows yellow cross.
S Release INT/RADIO Switch, RESET/TEST Lever and
EMERGENCY Pressure Selector.
Check oxygen flow indicator turns black.
–
SISP on F/O’s Auxiliary Panel
S F/O’s EIS SOURCE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
S All Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
–
STATIC AIR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
–
Display Units
S Confirm display units are powered and appropriate indications are displayed.
NOTE: Autopilot box will remain amber until V speeds are confirmed and IRU’s are aligned.
Autothrottle box will remain amber until an engine is started.
2.3.2
Page 10
4 FEB 2008
FCOM Procedures
–
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Clock
S Observe that the time on clock on the ND is correct. Reset the elapsed time on clock/chronograph
to zero.
NOTE: –
–
If the time is incorrect, it must be reset at the maintenance control panel.
Cyan elapsed time display will be reset when V2 is entered for the next flight.
–
Landing Gear Indications
S CTR GEAR NORM/UP Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT
S Green NOSE, LEFT, CTR and RIGHT Lights . . . . . . . . . . . . . ON
S Red NOSE, LEFT, CTR and RIGHT Lights . . . . . . . . . . . . . . . OUT
S CONFIG PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
– Gear indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL GREEN
– Pull gear handle down out of down detent but not up.
– Gear lights on instrument panel and synoptic . . . . . . . . . ALL RED
– Release gear handle to down detent.
– Gear indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL GREEN
–
Standby Instruments
S Standby altimeter and airspeed indicator:
– Check airspeed approximately zero.
– Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH SET
S Standby attitude indicator:
– Check attitude indicator erect and no flags.
–
FMS
S Insert/check appropriate data.
*
Takeoff Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S Throttle Overboost Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Throttle 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD
– Warning horn sounds.
S Throttle 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
– Warning horn is silenced.
S Throttle 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD
– Warning horn sounds.
S Throttle 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
– Warning horn is silenced.
–
Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S Check all items presented on the STATUS Page. All alerts in the MAINT
section must be covered by an AML entry and require maintenance
action.
4 FEB 2008
2.3.2
Page 11
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
–
Communication
S CRPs:
– CRP-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF-1
– CRP-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF-3
– Set frequencies as desired, use CRP-1 for ATC. Leave
CRP-3 active window on ACARS as much as
practicable.
S ACPs:
– NAV Receiver Volume Knobs . . . . . . . . . . . . . . . . . . . . . . . . OFF
– Required Radio Volume Knobs . . . . . . . . . . . . . . . . . . . . . . ON
– Required Radio MIC/CALL Switch . . . . . . . . . . . . . . . . . . . MIC
S Adjust speaker volume.
–
Radar
S GAIN Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 O’CLOCK POS
S MODE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
– Test pattern will be displayed.
S MODE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S SYS Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
– Select system 1 when pilot in LH seat is PF.
– Select system 2 when pilot in RH seat is PF.
S TILT Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5° UP
–
Transponder
S XNPDR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
– Select transponder 1 when pilot in LH seat is PF.
– Select transponder 2 when pilot in RH seat is PF.
S Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
S TEST Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
– The PFD will show RA recommended vertical speed,
while the ND shows the four threat level symbols/data tags.
A satisfactory test will be verified by an aural message.
S ABV/N/BLW Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
S Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000 SET
– Select transponder code 2000.
–
Rudder / AIL Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Set aileron and rudder trim to zero.
–
ADG RELEASE Handle
S Verify ADG RELEASE handle is full down and safetied.
–
Ships Papers
S Confirm ships papers are on board conform OM part A and accomplish Final Cockpit Preparation
with both pilots present.
2.3.2
Page 12
4 FEB 2008
FCOM Procedures
3.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
FINAL COCKPIT PREPARATION PROCEDURE
–
Departure Briefing
S For Departure Briefing refer to OM part A -- BOM.
–
Fuel Quantity
S Determine weight of fuel loaded and add this amount to the value recorded prior to fueling.
Compare these values against total fuel quantity indicated.
NOTE: Whenever the difference between compared total fuel value is 1,800 kilograms or greater,
magnetic stick readings should be considered as actual fuel on board.
S
S
Verify total quantity indication on secondary engine display equals the sum of the individual FUEL
QTY indicator readings.
Compare total fuel with flight plan requirements and verify fuel is correctly distributed.
NOTE: Fuel may remain in the upper aux tank prior to engine start due to automatic fuel preflight
test.
–
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CKD
S Enter/check appropriate data.
–
FLAP T.O. SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
S Set FLAP T.O. SEL to take-off flap setting.
If take-off flap setting is 28, set FLAP T.O. Selector to 10.
–
FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S IAS/MACH Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 kt/VCL, whichever is higher
S HDG/TRACK Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY RWY HDG
S Altitude Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
–
AIR Panel
S PAX LOAD Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set according number of passengers.
–
IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI
– Check TAXI displayed on IAS scale in white.
15 APR 2011
2.3.2
Page 13
FCOM Procedures
4.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
BEFORE STARTING/PUSHBACK PROCEDURE
AIR MANUAL
–
–
–
1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL MANUAL
–
Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Apply brakes and pull the PARK BRAKE lever. Release foot pressure.
S Check PARK light on and brake pressure is normal (min. 2,400 psi).
– If brake pressure is low, temporarily select AUX PUMP 1 on.
–
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
Doors / Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED / LOCKED
S Ground Engineer will advise all doors are closed.
S Check clearview windows are closed and carriage links are overcenter.
S Check latch handles are in locked position.
S Check latches at the rear of the windows.
S Cockpit door closed and locked.
S Check Cockpit Entry Video System is turned on.
Just before asking for push--back or start--up (whichever is earlier):
–
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XPNDR
When push-back and/or start-up clearance has been obtained:
–
AUX HYD PUMP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Check brake system 2 pressure in white band
–
BCN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A or B
S ENG IGN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
– Select system A when pilot in LH seat is PF.
– Select system B when pilot in RH seat is PF.
– Check applicable light on.
NOTE: If only external power is available during engine start, select EXT PWR Switch off before ground
equipment is removed.
At first movement or just prior to engine start--up, whichever comes first:
–
2.3.2
Page 14
Slide Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
S PF Announces via PA:
’CABIN CREW -- ARM SLIDES’.
S Check “DOOR OPEN” alert on EAD is removed.
15 APR 2009
MD-11
FCOM Procedures
5.
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
BEFORE TAXI PROCEDURE
HYD MANUAL
–
–
–
–
–
–
–
–
1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
AUX PUMP 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
Pressure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
S Verify R PUMPs have been commanded ON
and pressure indicates in normal range.
L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARM
S Verify R PUMPs indicate ARM after a delay of
approximately 20 seconds
1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AIR MANUAL
–
–
–
1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ANTI-ICE MANUAL
–
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
S When icing conditions exist or are anticipated during ground
operation and/or for take-off, select WING, TAIL and ENG ANTI
ICE Switches to ON. Disregard “NO ICE DETECTED” alert (if
displayed) until after take-off.
–
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S APU START/STOP Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
– If APU START/STOP ON light on:
S On ELEC page check APU electrical power is not in use.
S APU START/STOP Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION:
If due circumstances (e.g. Starter Valve Manual Operation) any other personnel than
the pushback driver is present in the vicinity of the aircraft, delay any aircraft
configuration change until an all clear signal.
–
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS __
S Verify FLAP T.O. SEL is set as required.
S Move FLAP/SLAT handle to required position for takeoff.
S Verify position of FLAPS/SLATS on PFD.
–
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD
Move SPOILER Handle to raised position.
–
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O.
S AUTO BRAKE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O.
Check:
– ANTI-SKID OFF light out.
– AUTOBRAKE T.O. annunciated on EAD.
– ABS DISARM light out.
NOTE: –
4 FEB 2008
The ABS DISARM lights will be on for approximately 3 seconds as a system test is
performed.
2.3.2
Page 15
FCOM Procedures
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
–
STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
Verify/set STAB trim as required for takeoff.
–
Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Obtain visual verification from ground crew that all is clear before conducting
the Flight Control Check.
–
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
Each pilot will independently conduct the aileron rollout check.
S
S
S
S
Select CONFIG synoptic on system display.
PF:
– Rotate control wheel to full left and full right.
Observe green aileron and spoiler boxes indicate full deflection.
– Rotate control wheel to neutral position.
Observe ailerons are deflected symmetrically and spoiler boxes
indicate neutral position.
– Move control column full forward and then full aft, then neutral.
Observe corresponding green indication of ELEV boxes.
– Hold nosewheel steering to prevent nosewheel movement.
– Operate rudder pedals full left, full right, then neutral.
Observe UPR and LWR RUD position boxes for corresponding green
indications.
PNF:
– Rotate control wheel to full left and full right.
Observe green aileron and spoiler boxes indicate full deflection.
Select ENG page.
NOTE: –
–
–
–
6.
MD-11
2.3
To prevent damage and for correct detection of system behavior, the movement of
control surfaces should be performed in a deliberately slow manner.
If the appropriate display of a green box is not achieved while performing the individual
aileron rollout, it is permissible for the assisting pilot to simultaneously rotate his control
wheel (approximately 135_) to achieve the aileron green box indication.
This should be noted in the AML.
Aileron symbols on CONFIG synoptic will be displayed symmetrically deflected down
when control yoke is level. Additionally, there will be a noticeable increase in force
required to rotate control wheel through approximately the final one--third of travel. This
increased force is evidence that one or both of the downward moving ailerons have
reached full travel. Green aileron and spoiler boxes will be displayed at full deflection.
Any test that does not result in the appropriate display of green boxes requires
maintenance prior to takeoff.
TAXI-OUT PROCEDURE
–
Take-Off Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S Confirm proper runway and V--speeds are selected and set.
S Check TAKEOFF page for correct settings.
S Check EAD for correct T/O thrust limit.
S Confirm FCP is set according departure clearance.
S Arm NAV and PROF modes (if desired)
NOTE: If for any reason V--speeds disappear from the PFD speed scale after confirming V--speeds,
change the active thrust limit on the FMS AUTO THRUST LIMITS page to MCT or CLB and
select AUTO again. Then confirm the V--speeds once more, after checking all T/O
performance parameters. Throttles must be at idle to perform this action.
2.3.2
Page 16
4 FEB 2008
FCOM Procedures
–
7.
8.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . READY / ANNOUNCED
S Cabin Ready Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEIVED
S Take Your Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
S Shortly after ’cabin ready’ is given PNF announces via PA:
’CABIN CREW -- TAKE YOUR SEATS’.
BEFORE TAKE-OFF PROCEDURE
–
EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S Review EAD for alert reminder messages and green box prior to taking
the active runway for departure.
–
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT ON
S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . ON
S HI-INT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
Radar / Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Turn radar on.
S Check transponder code.
S Mode Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA/RA
AFTER TAKE-OFF PROCEDURE
–
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / LTS OFF
S Check GEAR Handle up.
S Check gear lights out.
–
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARMED
Push SPOILER Handle down to disarmed position.
–
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S AUTO BRAKE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RET
S Check FLAP/SLAT Handle in UP/RET position.
S Check FLAPS/SLATS indication disappeared from PFD.
S Flap T.O. Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 SET
–
EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S Check EAD for alerts and status.
When passing transition altitude:
–
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __SET / CROSS CKD
When passing 10,000 feet.:
–
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON
S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON
15 MAY 2007
2.3.2
Page 17
FCOM Procedures
–
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . OFF
S LOGO Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD MANUAL
– 1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL MANUAL
–
Push AUX TANKS L TRANS, R TRANS and TAIL TANK TRANS pump Switches to ON and
push FILL valve Switches to ARM.
–
When “AUX UPR PUMPS LO” or “TAIL PUMPS LO” alert is displayed, push appropriate
TRANS switch(es) to OFF.
–
Push TANK 2 TRANS pump Switch to ON. When TANK 2 quantity equals TANKS 1 and 3,
push TANK 2 TRANS pump Switch to OFF.
2.3.2
Page 18
4 FEB 2008
FCOM Procedures
9.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
DESCENT PROCEDURE
NOTE: –
Thrust reduction at top of descent may cause temporary thermal instability, which can result
in momentary N2 EVM peaks, and “ENGINE__VIB HI” Level 1 alerts. Minor throttle
movements may improve, or remove, these momentary peak vibrations.
–
Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check all items presented.
–
Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD/SET
S Acquire the destination weather information from destination ATIS or
other appropriate source and setup FMS for approach as follows.
–
FMS Set for Approach
S Insert approach procedure in FMS.
S On the FMS Approach page:
– Select desired flap setting for landing.
– Edit VAPP as necessary
S On the FMS Go-Around page:
– Insert ACCEL altitude: specified acceleration altitude or 1,500
ft. above field elevation.
S On the FMS NAV RADIO page
– Tune VORs/ADFs/ILS necessary for approach.
–
WINDSHIELD ANTI--ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD
S If descending into high humidity or icing conditions:
– L and R WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Windshield HIGH/NORM . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
–
Descent Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __SET
S Set descent limit
– For all approaches, on both ECPs:
S Set RA/BARO selector to BARO.
S Set DA or MDA as applicable.
S Cross--check settings.
– Additionally, for CAT II/III approach, on both ECPs:
S Set RA/BARO selector to RA.
S Set DH.
S Cross--check settings.
–
ARRIVAL BRIEFING
S For Arrival Briefing refer to OM part A -- BOM.
15 APR 2011
2.3.2
Page 19
FCOM Procedures
10.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
APPROACH PROCEDURE
–
Prepare For Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
S PNF announces via PA:
’CABIN CREW -- PREPARE FOR LANDING’.
–
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT ON
S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . ON
S LOGO Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
S HI-INT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When passing transition level:
–
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD
S Check QNH is set on both PFDs and standby altimeter.
S Cross--check altimeter readings.
HYD MANUAL
–
11.
1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
LANDING PROCEDURE
–
Take Your Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
S When passing 2500 ft. HAA, PNF announces via PA:
’CABIN CREW - TAKE YOUR SEATS’.
–
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN / ___GREEN
S Check GEAR Handle down.
S Check green gear lights on.
S Check red gear lights out.
–
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD
S Move SPOILER Handle to raised position.
–
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
S Select AUTO BRAKE Selector for required deceleration level.
S Check annunciation on EAD.
–
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD
S Check QNH is set on both PFDs and standby altimeter.
S Cross--check altimeter readings.
When landing flaps have been set:
–
2.3.2
Page 20
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS__
S Check correct landing FLAPS indication on PFD.
4 FEB 2008
FCOM Procedures
–
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
S Check EAD for alerts and reminder messages.
S Check green box displayed.
NOTE: If LANDING GEAR is displayed in white, check GEAR lights. If lights are green, gear is down
and locked. The items flaps and spoilers are in this case not covered by the Landing
Essential Checklist.
–
12.
FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Check Vapp and preset heading and altitude for missed approach.
TAXI-IN PROCEDURE
–
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
S Push SPOILER Handle down to retract the ground spoilers.
–
FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RETRACT
S FLAP/SLAT Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP/RET
Select FLAP/SLAT Handle in separate steps via FLAPS 28
and FLAPS ZERO gates to UP/RET.
Check FLAPS/SLATS indication disappears from PFD.
NOTE: If landing approach was made in icing conditions or landing was made with snow or slush on
runway, do not retract flaps less than 28.
–
WX Radar/Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/XPDR
S Weather Radar MODE Selector . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check WX OFF message displayed on ND.
S Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XPNDR
–
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S AUTO BRAKE Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3° ANU
–
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI
S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . AS REQUIRED
S HI-INT Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
S If operational circumstances require APU usage:
– APU PWR Switch on ELEC Panel . . . . . . . . . . . . . . . . . . . . ON
Observe normal start indications.
–
Tail Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S If tail tank contains more than 300 kg fuel, inform ground crew
immediately to arrange proper off-loading of cargo.
NOTE: Passenger disembarkation is not affected.
4 FEB 2008
2.3.2
Page 21
FCOM Procedures
–
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
Engine 2 Fuel Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
S Operational circumstances permitting:
– Engine no. 2 FUEL Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: –
–
For operation on narrow and/or contaminated runways and taxiways, reduced power setting
for wing--mounted engines should be used when possible.
Engines should be operated at taxi power or near idle power for a minimum of 3 minutes
before shutdown to stabilize the hot section. If desired, engine shutdown may be
accomplished 1 minute after completion of the landing roll provided EGT has not exceeded
650_C during approach (outer marker to flare) or 750_C during normal reverse thrust
application.
Shortly before arriving at the parking position:
–
Slide Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
S PNF announces via PA:
’CABIN CREW - DISARM SLIDES’.
ANTI-ICE MANUAL
–
13.
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
S WING, TAIL and ENG ANTI-ICE Switches . . . . . . . . . . . . . . . . ON or OFF
AFTER PARKING PROCEDURE
–
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Apply brakes and pull the PARK BRAKE Lever. Release foot pressure.
S Check PARK light on.
S Check brake pressure normal.
–
Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check electrical power is available from APU or external power source.
If only external power available:
S EXT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
Fuel Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check EGT and FF decrease.
–
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
–
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S SEAT BELTS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S L and R LDG Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
S NOSE Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S WING & RUNWAY TURNOFF Lights . . . . . . . . . . . . . . . . . . . . OFF
S BCN Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S NAV Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
S LOGO Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.3.2
Page 22
15 APR 2009
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
–
Doors May Be Opened . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
S Check “CABIN DOORS OPEN” level 0 alert is displayed on the EAD.
If “CABIN DOORS OPEN” alert is not displayed, check MISC page to
determine which doors are not in manual and announce via PA:
’PURSER - RECHECK ... DOOR MANUAL’.
S PF announces via PA:
’CABIN CREW - DOORS MAY BE OPENED’.
S Unlock cockpit door lock .
S Switch off Cockpit Entry Video System.
–
IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S IRS Mode Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
EMER PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
AIR APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
–
WINDSHIELD ANTI--ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S L and R WINDSHIELD Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S STATUS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
S Displayed messages indicating abnormal system status
must be recorded in the AML for proper maintenance action.
–
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED or ON
S After confirmation that the chocks are in place, release the parking brake
and check aircraft remains stationary.
S When no confirmation has been received that the chocks are in place or
when parked on slippery and/or sloping ramps leave parking brake set.
HYD MANUAL
–
1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AIR MANUAL
–
1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL MANUAL
–
–
–
Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All XFEEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-ICE MANUAL
–
4 FEB 2008
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S WING, TAIL and ENG ANTI-ICE Switches . . . . . . . . . . . . . . . . OFF
2.3.2
Page 23
FCOM Procedures
14.
MD-11
2.3
NORMAL PROCEDURES
2.3.2
Expanded Normal Procedures
TERMINATION PROCEDURE
–
EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S EMER LT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S AIR APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S APU PWR Switch or APU START/STOP Switch . . . . . . . . . . . OFF
–
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
After APU shutdown cycle is completed (wait a minimum of 15 sec after the
APU parameters are removed from the ENG page):
S BAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–oOo–
2.3.2
Page 24
4 FEB 2008
FCOM Procedures
MD-11
PREPARATION
2.3
NORMAL PROCEDURES
2.3.3
Normal Checklist
AIR/FUEL
EVAC Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
Glareshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / __ hPa
* Nav Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
* Oxygen System / Masks . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET 100%
IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI
* T/O Warning System / GPWS . . . . . . . . . . . . . . . . . . . . . CKD
Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
Rudder / AIL Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CKD
FLAP T/O SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
BEFORE STARTING
AIR/FUEL
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Doors / Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED / LOCKED
AUX PUMP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Transponder / BCN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XPNDR / ON
Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A or B
BEFORE TAXI
HYD/AIR/ANTI--ICE
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS __
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O.
STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
BEFORE TAKE--OFF
Take-Off Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . READY / ANNOUNCED
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Radar / Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
AFTER TAKE--OFF
HYD/FUEL
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / LTS OFF
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARMED
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RET
EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD
Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or ON
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
4 FEB 2008
2.3.3
Page 1
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.3
Normal Checklist
AIR MANUAL
PREPARATION
1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BEFORE STARTING
1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BEFORE TAXI
1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED AIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER PARKING
1--2 and 1--3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ANTI--ICE MANUAL
BEFORE TAXI
Anti Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
TAXI IN
Anti Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
AFTER PARKING
Anti Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2.3.3
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.3
Normal Checklist
FUEL MANUAL
PREPARATION
Perform FUEL SYSTEM Manual Test according FCOM 2.3.2 Page 7
BEFORE STARTING
Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER TAKE-OFF
L & R AUX TRANS Pumps . . . . . . . . . . . . . . . . . . . . . . . ON
TAIL TANK TRANS Pumps . . . . . . . . . . . . . . . . . . . . . . . ON
FILL Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
TANK 2 TRANS Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER PARKING
Tanks 1, 2 and 3 PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All TRANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All XFEEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD MANUAL
BEFORE TAXI / PUMP TEST
1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
AUX PUMP 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
Pressure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
S Verify R PUMPs have been commanded ON
and pressure indicates in normal range.
L PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R PUMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARM
S Verify R PUMPs indicate ARM after a delay of
approximately 20 seconds.
1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER TAKE-OFF
1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APPROACH
1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER PARKING
1--3 and 2--3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8 JAN 2007
2.3.3
Page 3
MD-11
FCOM Procedures
2.3
NORMAL PROCEDURES
2.3.3
Normal Checklist
CALCULATED LANDING DISTANCES
AUTO BRAKES
FLAPS 35
Reference Calculated Landing Distances (m)
Braking Action
Auto Brake
selector
Tailwind
comp.
MEDIUM
POOR
MAX
MED
MIN
MAX
MED
MIN
MAX
MED
10 kt
1540
1870
2230
1860
1950
2230
2700
2720
5 kt
1490
1800
2140
1790
1880
2140
2590
2600
1440
1730
2050
1720
1800
2050
2470
2490
1340
1240
1140
1600
1470
1340
1880
1710
1540
1590
1460
1330
1660
1520
1380
1880
1710
1540
2250
2030
1810
2270
2050
1830
Zero wind
Headwind
comp.
GOOD
10 kt
20 kt
30 kt
Corrections (m) for deviating conditions:
WEIGHT
Per 10.000 kg
ABOVE
BELOW
180.000 kg
+50
-50
+80
-80
+90
-90
+70
-70
+70
-70
+90
-90
+110
-110
+110
-110
Vapp
Per 1 kt ABOVE
VMIN + 5 kt
+15
+20
+25
+20
+20
+25
+30
+30
TEMP.
Per 1_C
ABOVE
BELOW
Std
+5
-5
+6
-6
+7
-7
+6
-6
+6
-6
+7
-7
+9
-9
+9
-9
FIELD
ELEV.
Per 1000 ft
ABOVE
Sea Level
+50
+60
+70
+60
+70
+75
+90
+90
SLOPE
Per 0.1%
DOWN
UP
Slope
+15
-10
+15
-10
+15
-10
+20
-10
+15
-10
+15
-10
+30
-20
+30
-20
REVERSE
THRUST
No or idle
reverse:
– Eng 2
– Eng 1 or 3
– All engines
+20
+30
+80
+20
+30
+60
+20
+30
+60
+90
+190
+380
+60
+170
+370
+30 +270 +270
+50 +630 +630
+120 +1600 +1620
FLAPS
Flaps 50
-70
-100
-120
-100
-100
-120
-160
-160
Landing NOT allowed
2.3.3
Page 4
17 SEP 2007
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.3
Normal Checklist
MAXIMUM WIND COMPONENTS (kt), INCL. GUSTS
TAKE-OFF AND LANDING
*
GOOD
and DRY
Braking Action
POOR
MED
GOOD
Friction Coeff.
≤ 0.25
0.30-0.35
≥ 0.40
MOTNE code
1
3
5
CROSS *
5
15
25
30
TAIL *
0
5
10
10
Use of intermediate wind limits is permitted.
°
°
°
°
°
°
°
°
°
°
°
8 JAN 2007
AUTOLAND
Headwind
Crosswind
Tailwind
CAT I, II, III
25
15
10
2.3.3
Page 5
FCOM Procedures
MD-11
2.3
NORMAL PROCEDURES
2.3.3
Normal Checklist
DESCENT
Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD / SET
WINDSHLD ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD
Descent Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
APPROACH
HYD
Prepare For Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD
LANDING
Take Your Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN / __GREEN
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMD
AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET / CROSS CKD
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS __
EAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
FCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
TAXI IN
ANTI--ICE
Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RET
FLAPS / SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP / RET
WXR Radar / Transponder . . . . . . . . . . . . . . . . . . . . . . . OFF / XPDR
AUTOBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3° ANU
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON or OFF
Tail Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
AFTER PARKING
HYD/AIR/FUEL/ANTI--ICE
FUEL Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Doors May Be Opened . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCED
IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMER PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WINDSHLD ANTI--ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CKD
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED or ON
TERMINATION
EMER LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2.3.3
Page 6
15 APR 2009
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4
TOC
Table of Contents:
2.4.1
GENERAL
2.4.2
AIR
2.4.3
ALL WX OPS
2.4.4
AUTOFLIGHT
2.4.5
CONFIG
2.4.6
DOORS
2.4.7
ELEC
2.4.8
ENG/APU
2.4.9
FMS
2.4.10
FUEL
2.4.11
HYD
2.4.12
MISC
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4
TOC
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
Table of Contents:
1.
Cockpit Crew Rest Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Preflight inspection by pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
3.
2.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
2.2
Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
2.3
Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
2.4
Exterior inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
2.5
Cockpit inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
Exit Cockpit Via Escape Rope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
1 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
INTENTIONALLY LEFT BLANK
ToC
Page 2
1 JAN 2007
FCOM Procedures
1.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
COCKPIT CREW REST OPERATION
J Ground operation
– Ensure door 11 is closed.
– Left FWD Cabin Door Control Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . PULL
S Location is on Left Forward Cabin Equipment Panel (FL).
– Open and close crew rest according inflight procedure as necessary.
– Left FWD Cabin Door Control Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . RESET
J Inflight Operation
To extend the crew rest:
– Foot Pocket Primary Slam Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
S Latch is located on upper aft face of foot pocket.
– Foot Pocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDE OUT
S Check spring loaded secondary latch engages.
– Primary Dead Bolt Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
– Secondary Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
– Crew Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
S Use handles on foot pocket aft side and crew rest inboard side.
– Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
– Inside crew rest fold down shelf panel and install bunk cushions.
To stow the crew rest:
– Inside crew rest stow shelf panel and bunk cushions.
– Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
– Crew Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
S Use handles on foot pocket aft side and crew rest inboard side.
– Secondary Quarter Turn Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
– Primary Dead Bolt Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
– Spring Loaded Foot Pocket Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE AND
HOLD
– Foot Pocket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLIDE IN
– Spring Loaded Foot Pocket Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
– Foot Pocket Primary Slam Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
NOTE: –
–
–
[END]
8 JAN 2007
The crew rest may not be occupied during take-off, landing and approach.
Smoking in the crew rest is not allowed.
Safety belt has to be fastened when the bunk is occupied.
2.4.1
Page 1
FCOM Procedures
MD-11
2.
PREFLIGHT INSPECTION BY PILOTS
2.1
GENERAL
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
This check is based normally performed by a qualified Aircraft Maintenance Technician.
The purpose of the execution of the Preflight Inspection by Cockpit crew, is to enable aircraft release in
case no qualified ground engineer is available at the station.After completion of the type qualification a
pilot is authorized to perform the preflight inspection.
After completion of the type qualification a pilot is authorized to perform the preflight inspection.
The Preflight Inspection by Cockpit crew covers all required actions as mentioned in the Preflight
Inspection list used by a qualified ground engineer.
With regard to the preflight inspection it is intended to perform all actions necessary to ensure that the
aircraft is fit to make the intended flight:
– A walk-around type inspection of the aircraft for physical condition, including any obvious signs of
wear, damage or leakage.
– The presence and condition of all required emergency equipment.
– Inspection of the AML to ensure that the intended flight is not adversely affected by any outstanding
complaints.
– All panels and doors are properly closed.
– All the aircraft external surfaces and engines are free of ice, snow, sand, dust etc.
NOTE: A dynalight and ear protector are stowed in the stowage compartment above the cockpit
coatroom.
2.2
VALIDITY
Preflight Inspection
The validity of the Preflight Inspection is 4 hours.
Final Check
The Final Check consists of the items marked as * on the Preflight Inspection list.
Separate entries in the AML for the Preflight Inspection and, if required for the Final Check, must be
made and signed for.
Daily Check
The Daily Check consists of additional maintenance items. When performed the Daily Check is done
before the preflight inspection, the validity of the daily check is 48 hours.
The AML has to be checked before departure to determine that the validity of the Daily Check does not
expire before the completion of the flight. A pilot is not authorized to perform a daily check.
2.4.1
Page 2
15 APR 2011
MD-11
FCOM Procedures
2.3
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
ADMINISTRATION
After performing the Preflight Inspection by Cockpit crew fill out the AML as follows.
1. No defects found:
– On the Defect side of the last slip, enter: ’Maintenance’ and ’NIL’.
– On the Action side of the slip enter: ’Preflight inspection issue date (month day, year) performed
by pilots and fill in the boxes: ACT STN / DDMM / UTC / NAME.
2. In case of a defect found (or already written in the AML) and dispatch is allowed according to the MEL
and which does NOT require specific maintenance action(s).
– On the Defect side of the slip, enter the complaint.
– On the Action side of the slip, ONLY fill in the box RELIEF DDG CHAPTER/ITEM No.
– Thereafter fill in the next slip according 1. No defects found, and add on the Action side:
’Ref Mxxx (not released AML slip nr.) Aircraft fit for intended flight’.
– When airborne make a new AML entry: ’Rectify Mxxx’ (not released AML slip nr.).
3. In case of a defect which requires maintenance action(s) before MEL relief can be granted, (e.g.
deactivation of a valve), dispatch by flight crew is not allowed.
Operations Control will contact Maintenance Control (OCC/TO) to evaluate the situation.
Several options are available:
– A qualified technician will be contracted to perform the maintenance actions and perform the
Preflight Inspection.
– A non-qualified technician will be contracted to perform the maintenance actions in concert with
Maintenance Control. Maintenance Control has to issue a ’One Time Authorization’ in this case.
The ’One time authorization form’ has to be completed by the Duty Maintenance Manager (DMM)
and the local authorized technician.
NOTE: It is the responsibility of Maintenance Control to ensure that the technician is sufficiently
qualified for the required maintenance actions.
Refer to AML Instructions for use: paragraph G -- Directions for use of the AML -- Preflight Inspection by
Cockpit crew. Inserted in a plastic cover in front of the AML.
0753
BON
PH-KCA
19 04 07 M705
MD-11
Maintenance
Preflight Inspection issue date
Apr 14, 2008 performed by pilots.
Nil
Ref Mxxx: Aircraft fit for intended
flight.
Klaassen
BON 19 04 19:15
J. Klaassen
15 APR 2009
2.4.1
Page 3
FCOM Procedures
2.4
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
EXTERIOR INSPECTION
J After arrival
–
STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Check alerts displayed on the STATUS page. If any alert
has dispatch consequences, contact OCC/LM
–
Oil Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Within 2 hours after engine shutdown, record oil
quantities from the SD ENG page and enter in ATL.For
limitations refer to FCOM II -- LIMITATIONS.
–
Hydraulic Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Check hydraulic quantity indications on the SD HYD
page.For limitations refer to FCOM II -- LIMITATIONS.
–
Tire pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Check tire pressures of all gears on the SD CONFIG
page.For limitations refer to FCOM II -- LIMITATIONS.
J Outside Check
START
2.4.1
Page 4
–
Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
–
Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Pack 1 and 2 inlet doors and exhausts clear.
S LH landing light.
S Avionics compartment cooling exhaust port clear.
S LH angle of attack sensor.
S Oxygen blow out disc in place.
S Radome.
S Pitot tubes.
S TAT probe.
S RH angle of attack sensor.
S RH landing light.
S Pack 3 inlet door and exhaust clear.
17 SEP 2007
FCOM Procedures
8 JAN 2007
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
–
Nose Gear and Wheel Well . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* Tires.
S Glide slope antennas.
S Nose lights.
S Nose gear strut (extension / fluid leaks).
–
RH side Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Antennas clean and not damaged.
S Static ports not obstructed.
S Cabin pressure relief valves.
S Runway turn off light.
S Wing light.
–
RH Wing and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Inboard slat.
* Engine cowling panels closed.
* Engine fan blades undamaged.
* Engine reversers stowed and undamaged.
S Outboard slat.
S Wing tip, winglet and navigation lights.
S Static dischargers.
S Outboard aileron.
S Fuel dump pipe.
S Outboard flap.
S Inboard aileron.
S Inboard flap.
–
RH Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* Tires.
S Hydraulic lines.
* Wheel assembly and brakes.
S RH Main Gear strut (extension / fluid leaks).
–
Center Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* Tires.
S Hydraulic lines.
* Wheel assembly and brakes (brake wear indicator should protrude from brake).
S Center Gear strut (extension / fluid leaks).
–
Tail Section and Aft Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Lower beacon light unit.
S Antennas.
S Vertical stabilizer and rudders.
S Vents and drain masts dry and clear.
S RH side horizontal stabilizer and elevators.
S Static dischargers.
* Engine cowling panels closed.
* Engine reversers stowed and undamaged.
S LH side horizontal stabilizer and elevators.
S Static dischargers.
–
LH Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* Same check as for RH main landing gear.
–
LH Wing and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* Same check as for RH wing and engine.
2.4.1
Page 5
MD-11
FCOM Procedures
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
–
LH side Forward Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Antennas clean and not damaged.
S Static ports not obstructed.
S Runway turn off light.
S Wing light.
S Outflow Valve.
–
Upper side of LH and RH wings . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S From the cabin check:
– Upper surface and access panels.
– Spoiler panels.
J Before Departure
2.5
–
Toilet servicing and cabin cleaning (if required) . . . . . . . . . . . COMPLETED
–
Potable water servicing (if required) . . . . . . . . . . . . . . . . . . . . . COMPLETED
–
Panels and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
S Check all panels and servicing doors closed.
–
Cold Weather Servicing (if required) . . . . . . . . . . . . . . . . . . . . . COMPLETED
COCKPIT INSPECTION
–
ANNUN LT TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS and HOLD (>12 sec)
Check if:
S Overspeed warning sounds.
On OVHD panel:
S All lights on, except engine and APU fire handle and EVAC light.
On the Glareshield:
S The MASTER WARNING, MASTER CAUTION, ENGINE FAIL, ABS DISARM and BELOW G/S
lights on.
On FCP:
S All 8’s appear in display windows.
On instruments panel:
S All SISP lights on.
S Red and Green GEAR and CTR GEAR UP lights on.
S PFD, ND, EAD and SD test indications appear.
On pedestal:
S FMS CDU DSPY, FAIL, MSG and OFST lights on.
S ANTI--SKID OFF and AUX HYD PUMP 1 ON light on.
S Engine start lights on.
S Parking brake light on.
S All ACP’s CALL lights and MECH lights on.
S CRP’s VHF and HF lights on and frequency windows display all 8’s.
–
ANNUN LT TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
S Check all alerts cease.
NOTE: –
–
2.4.1
Page 6
The MANF lights on the AIR panel will remain on for approx. 50 seconds.
The “AIR SYS TEST” alerts remain displayed for approx. 2 minutes.
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
WARNING: Before performing the hydraulic press test or pressurizing any hydraulic
system, be sure that all flight controls are clear.
Before performing the Hydraulic Press Test check if the HYD system is in auto mode and Hydr Sys 1,
2 and 3 Press lights are on.
–
HYD PRESS TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
S Check “HYD PRESS TEST” alert on EAD.
NOTE: –
3.
For dispatch in Hydraulic Manual Mode, refer to MEL item 29-08-01-01.
EXIT COCKPIT VIA ESCAPE ROPE
Raise pilot’s inboard armrests to vertical stowed position and verify seat back is in the vertical position.
Push and hold the aft side of the horizontal control switch until seat movements stops.
NOTE: If seat electrical power or control capability fails, lift and hold the horizontal control lever (H) aft,
then push seat fully aft to the mechanical stop, and then outboard.
Raise outboard armrests to vertical position and unfasten seat belt and shoulder harness. Verify sun
visor is forward of clearview window, and in stowed position. Unlock window by lifting lever and moving it
aft, and crank window to full open position. Open escape rope compartment door and remove coiled
escape rope. After verifying rope is attached to aircraft, drop rope on seat or floor. Position body on
window sill, facing inboard, with upper torso in window and legs on seat. Grasp rope with one hand and
with free hand throw rope out of window. While still grasping rope, maneuver body out of window using
rope and aircraft structure for support. When favorably positioned outside of aircraft, slowly lower self to
the ground.
[END]
–oOo–
17 SEP 2007
2.4.1
Page 7
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.1
General
INTENTIONALLY LEFT BLANK
2.4.1
Page 8
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.2
Air
Table of Contents:
1.
AIR CONDITIONING CONDENSATION CONTROL -- ON THE GROUND . . . . . . . . . . . . . PAGE 1
2.
AIR CONDITIONING USING EXTERNAL CONDITIONED AIR . . . . . . . . . . . . . . . . . . . . . . PAGE 1
3.
AIR CONDITIONING USING EXTERNAL PNEUMATICS TO OPERATE PACKS . . . . . . PAGE 2
4.
CABIN PRESSURIZATION -- MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2
5.
OUTFLOW VALVE CONTROL -- UNPRESSURIZED FLIGHT . . . . . . . . . . . . . . . . . . . . . . . PAGE 3
–oOo–
1 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.2
Air
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.2
Air
AIR CONDITIONING CONDENSATION CONTROL -- ON THE GROUND
This procedure may reduce formation of condensation in the cockpit and cabin.
–
–
–
–
ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Windows and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
S Close as many cabin doors as feasible.
S Use curtains to isolate areas with open doors.
CAB temperature selector of one cabin zone that has all doors closed . . . . . FULL COLD
CAB temperature selector(s) of zone(s) where condensation is formed . . . . FULL HOT
All other zones
–
Associated Temperature Selector(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NOTE: Changing temperature selectors from a cold position to a hot position
will add trim air and reduce condensation.
Reset to normal configuration when all doors are closed.
[END]
2.
AIR CONDITIONING USING EXTERNAL CONDITIONED AIR
If APU bleed air is not available, external conditioned air supply can be connected directly to the
conditioned air manifold.
J AIR system in auto
[END]
J
AIR MANUAL
– PACKs 1, 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– Connect external conditioned air supply.
[END]
8 JAN 2007
2.4.2
Page 1
MD-11
FCOM Procedures
3.
2.4
SUPPLEMENTAL PROCEDURES
2.4.2
Air
AIR CONDITIONING USING EXTERNAL PNEUMATICS TO OPERATE PACKS
If APU bleed air is not available, external pneumatic air supply can be connected directly to the
pneumatic system 1 and 2 manifold.
J AIR system in auto
–
ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON
[END]
J
AIR MANUAL
–
–
–
ECON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON
1-2 and 1-3 ISOLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACKs 1, 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NOTE: If pneumatic pressure is not adequate to maintain 3 pack operation, select
1-3 ISOL and, if required, 1-2 ISOL OFF and operate only those packs
powered by external pneumatics.
NOTE: Jet starters are normally not capable to supply sufficient air pressure to maintain pack
operation.
[END]
4.
CABIN PRESSURIZATION -- MANUAL OPERATION
–
–
–
–
–
Check ALT SCHED placard on the overhead panel to determine the maximum cabin altitude.
Normally maximum cabin altitude climb rate is 750 ft./min and maximum descent rate is 350 ft./min.
Make minor corrections and allow 5 seconds for the cabin rate to respond.
Engine thrust changes will influence cabin pressure.
When adjusting cabin pressure select AIR page and observe differential pressure.
–
CABIN PRESS SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY MANUAL
S Push CABIN PRESS SYSTEM SELECT switch and observe MANUAL
light illuminates.
ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
–
NOTE: –
–
–
With ECON switch off, cabin rate of climb may be less sensitive to outflow valve
movement.
With ECON switch off, fuel consumption may increase up to 1.3%. If desired, increase
PERF FACTOR on A/C STATUS page by 1.3 to revise FMS predictions.
CABIN PRESS Manual Rate Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE AS
NECESSARY
S Rotate CABIN PRESS manual rate selector, as necessary, to maintain
desired cabin altitude and/or cabin rate.
When below 9,500 ft. and cabin altitude equals outside altitude:
– Outflow VALVE Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10:30 POSITION
NOTE: Selection of a position of the outflow VALVE indicator greater than 10:30 can cause a negative
pressure inside the aircraft. This may allow some cabin doors to unseat and cause noise in the
cabin.
After landing
– Outflow VALVE Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FULL OPEN
S Rotate CABIN PRESS manual rate selector to CLIMB and set outflow
VALVE indicator to full open.
[END]
2.4.2
Page 2
15 APR 2009
FCOM Procedures
5.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.2
Air
OUTFLOW VALVE CONTROL - UNPRESSURIZED FLIGHT
–
–
CABIN PRESS SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
S Push the CABIN PRESS SYSTEM SELECT switch and observe the
MANUAL light illuminates.
Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10:30 OPEN
S Rotate CABIN PRESS Valve Selector as required to set outflow valve
indicator to 2/3 open position.
NOTE: Selection of a position greater than 10:30 open may cause a negative pressure in the
aircraft. This will allow the cabin doors to unseat and cause noise in the cabin.
–
FWD and AFT CARGO TEMP Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
During taxi-in
– Outflow VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
S Rotate CABIN PRESS Valve Selector to CLIMB to set outflow valve
indicator to full open position.
[END]
–oOo–
8 JAN 2007
2.4.2
Page 3
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.2
Air
INTENTIONALLY LEFT BLANK
2.4.2
Page 4
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
Table of Contents:
1.
COLD WEATHER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
1.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
1.2
Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
1.3
De/anti--icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
1.4
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
1.5
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
1.6
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5
1.7
Inflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
1.8
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
1.9
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
1.10 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
1.11 Procedure Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8
2.
ENGINE AND AIRFOIL ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 9
3.
USE OF WINDSHIELD ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 11
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
1.
COLD WEATHER OPERATION
1.1
GENERAL
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
Cold weather operations, particularly those associated with icing conditions, freezing rain, and slush or
snow--covered runways present flight crews with potentially hazardous conditions. The following
information is intended to supplement or amplify the normal operating procedures and should be applied
appropriately.
All performance data in the FCOM assume that the aircraft is operated with clean and smooth surfaces.
Any contamination with ice, snow, frost or sludge reduces the wing lift capability and increases stall
speeds. Consequently buffet and prestall characteristics may be encountered before stick shaker
warning, despite the use of normal take-off techniques.
Since winter weather is often characterized by rapidly changing and widespread adverse conditions, it is
everyone’s responsibility to have a thorough knowledge of existing and forecast weather conditions, to
exercise extreme caution and to adhere to standard operating procedures.
References:
– OM Part A, BOM 8.2--4: Cold Weather Operation
– OM Part C2, Regional ROM 2.3: Snowtam/Runway State Message
– OM Part C2, Regional ROM 2.5: Hold--over Times Table
Icing Conditions
Icing conditions exist when OAT (on ground) or TAT (in flight) is 6_C or below and one or more of the
following conditions:
– Visible moisture in any form is present, such as clouds, fog with visibility of 1600 m (1 St. Mile) or
less, rain, snow, sleet or ice crystals.
– Slush, ice, snow or standing water is present on ramps, taxiway or runways.
– Sufficient moisture is present on ramps, taxiways or runways to cause them to appear reflective.
– OAT and dewpoint within 3°C of each other.
– “ICE DETECTED” alert displayed.
– Ice has built up on edges of the windshield and other visible portions of the aircraft.
The liquid water content of a cloud and severity of icing decreases with lower OAT. However, severe icing
has been encountered at OAT as low as --60_C (--76_F). Unusual icing conditions can occur, the only
simple rule is, when in doubt, turn on ice protection.
Planning and performance
–
–
–
–
–
–
Consider the necessity to tank extra fuel due to possible sequencing delay and time required for
de-icing.
When establishing weather minima, observe crosswind limits in conjunction with braking actions, as
specified in FCOM 2.9.3.
If the use of Anti-ice is anticipated below 1,500 ft HAA, the corrections on tabulated weights in the TL
table for Anti-ice must be applied. Corrections are applicable for both Runway Length/Obstacle
limited TOW and Climb limited TOW.
Refer to FCOM 4.1.1 -- Runway Surface Condition -- to determine the applicable procedure.
The Required Landing Runway Length for Dispatch can be derived from the charts in FCOM 4.4.1.
When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time
of arrival may be contaminated (refer to FCOM 4.1.1 -- Runway Surface Condition), the maximum
landing weight must be determined by using the CONTAMINATED runway dispatch landing charts.
Otherwise use the WET or DRY runway dispatch landing charts according FCOM 4.1.4 -- Landing
Performance.
The Calculated Landing Distances tables are included in FCOM 4.4.2 and the Normal Checklist.
17 SEP 2007
2.4.3
Page 1
FCOM Procedures
1.2
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
PREFLIGHT CHECK
A careful visual inspection of the aircraft fuselage, wings, tail, control surfaces, surface actuators, nacelle
inlets, landing gear, and gear doors must be made. Frost or ice on upper wing surfaces, or on upper or
lower horizontal tail surfaces is not permitted and must be removed prior to flight.
A light coating of loose dry powdery snow (which would blow off during takeoff roll) is acceptable
provided that the surface beneath the snow is free of adhering ice, snow, or frost that may have
accumulated due to melting and refreezing.
Frosting of the underside of the wings below the fuel tanks could occur when the fuel temperature is low,
the outside air temperature even above freezing and the humidity is high. This type of frost may re--form
after removal on the ground. Takeoff with frost on the fuel tank underwing surfaces is permitted, provided
frost is not excessive. A coating of frost thicker than 1/8 inch (3.2 mm) should be removed before
departure. Operation with frost adhering on areas of the wing other than the lower surface fuel tank
region is not permitted.
Pay particular attention to the underside of the flaps. Descent through icing conditions with flaps
extended may have caused considerable ice to accumulate on the lower surface of the flaps.
Frost or ice may form on the upper or lower surfaces of the horizontal stabilizer due to super cooled
ballast fuel in the tail tank. As a result, the fuel must be transferred forward after landing and replaced
with warmer fuel.
Special consideration must be given to the fuselage and the inlet of engine 2, where ice from the fuselage
may be ingested. Make sure the fuselage is clean. If there is any chance of ice or snow collection in the
inlet of engine 2, a visual inspection should be made.
The removal of snow from the fuselage should be accomplished before prolonged heating of the interior,
since after melting, subsequent refreezing of water on the fuselage may occur. Similarly, the hangaring of
aircraft or the application of external heat for snow removal should be carefully monitored. If heat is used,
it should be applied for a period sufficient to allow the aircraft surfaces to dry completely.
A thin coating of frost on the upper surface of the fuselage is acceptable, provided all vents or ports are
clear. Thin frost is defined as a uniform white deposit of fine crystalline texture through which surface
features such as paint lines, markings, or letters can be distinguished. This must not be confused with
rime ice, which is not acceptable, that may form on windward surfaces in freezing fog conditions.
The area around pitot tubes, static ports, vanes, etc., should be carefully inspected and verified to be
clear. Air conditioning pack inlets and outflow valves, cabin air outflow valves, cabin pressure relief
valves, and windshields should have ice or snow formations completely removed.
De--icing fluids must be applied in accordance with the Boeing MD--11 Maintenance Manual by qualified
personnel. The flight crew should be aware that contamination of the wheel brakes by de--icing fluids may
cause erratic brake performance, vibration and brake damage. Landing gear components should be
covered, if possible, prior to de--icing fluid application. In addition, if de--icing fluid is allowed to enter an
engine or APU inlet duct, it may cause white acrid smoke to enter the aircraft via the air conditioning
system. All engine and APU bleed valves should be closed while applying de--icing fluid.
After de--icing is completed, the aircraft should be taxied clear at low power settings to minimize ingestion
of fluids. When clear of area, restore air system to normal. Operate the flight controls, slats, and flaps
through full travel. If precipitation continues, the de--icing fluid already on the aircraft could be diluted. If
takeoff is delayed, consider the possibility of subsequent refreezing on the aircraft surfaces which could
require additional de--icing. The requirement for further de--icing (exceeding holdover time) depends on
the type and concentration of de--icing fluid used, rate and type of precipitation, outside air temperature,
temperature of the fuel and aircraft surface exposure to the elements and aircraft exhaust.
2.4.3
Page 2
17 SEP 2007
FCOM Procedures
1.3
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
DE/ANTI--ICING
When deicing spraying is required, the following points should be adhered to:
S Leave Flaps/Slats UP/RETRACT or in the position selected upon aircraft arrival.
S After fueling is completed, check/set stabilizer at 3_ ANU position.
S Do not use APU or engine bleed air for pack operation during de-/anti-icing treatment.
If de-icing fluid is to be sprayed in the vicinity of the APU inlet, shut down of the APU is
recommended.
S Leave Parking Brakes ON to avoid pollution of the carbon brakes with de-icing fluid.
1.4
ENGINE START
When parked on a slippery area, make sure that chocks are applied to nose wheel and main wheels both
in front and behind prior to starting engines. Chocks may not hold on slippery areas unless they are
sanded. Be especially alert when crossbleed starting is to be used.
Engine starting during towing is not permitted if slippery apron conditions exist.
When snow may have been ingested into the engines, the fans must be checked for free rotation shortly
before engine start (not applicable to engine 2).
There is no specific minimum oil temperature. However, during cold ambient conditions, an oil
temperature rise must be noted before takeoff.
NOTE: During starts under extreme cold conditions, oil pressure may reach maximum indication due to
high oil viscosity. Pressure should subside as oil temperature increases. If oil pressure remains
above normal range after oil temperature stabilizes within limits, the engine should be shut down
and the cause investigated.
After engine start, in the automatic mode, engine and airfoil anti--ice will be on during ground operations
when ice is detected. Engine anti--ice will activate on the ground. Airfoil anti--ice will be armed on the
ground and activate following nose--strut extension during takeoff.
Refer to ENGINE AND AIRFOIL ANTI--ICE in this section if applicable.
15 APR 2009
2.4.3
Page 3
FCOM Procedures
1.5
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
TAXIING
Avoid high thrust settings while taxiing, especially when leaving the ramp area. Allow a few seconds for
the aircraft to respond after applying power. Advance power only as necessary to start the aircraft
moving, up to approximately 40% N1, then retard the throttles smoothly to idle or to the minimum thrust
necessary to maintain appropriate taxi speed. Also, consider the ingestion capability of the
wing--mounted engines.
Sand used on contaminated runways and taxiways presents a FOD hazard. Reduced power settings for
the wing engines should be used when possible while operating under these conditions.
Taxi speed should be as low as practical on slippery surfaces and a taxi speed of 5 knots or less is
recommended while turning.
Before moving the flaps/slats to the takeoff position, select the CONFIGURATION page on the system
display control panel and closely monitor flap movement. If the flaps should stop, prior to reaching the
selected setting, the flap handle should be placed immediately in the same position as indicated to
prevent damage to the flap system. Cause of the flap restriction should be corrected before takeoff.
Prudent taxi speeds on contaminated taxi areas provide sufficient protection from contamination of
exposed flap/slat surface areas.
The following points are valid during all taxi operations on surfaces affected by snow/slush/ice:
S Be aware that snow or ice blown by engine exhaust can cause damage at considerable distances.
S Adjust speed to surface conditions. Brake effectiveness is reduced. Excessive speed will present
problems in stopping and making turns.
S A crowned slippery taxiway or runway can cause sideways slipping. Taxi on the centerline.
S Maintain increased separation behind other aircraft. Expect them to require engine run--ups to
counteract ice formation.
S Be aware of snow banks if flaps are extended during taxi because flaps are particularly susceptible to
damage from such hazards.
S Do not taxi through deep snow/slush covered areas.
2.4.3
Page 4
17 SEP 2007
MD-11
FCOM Procedures
1.6
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
TAKEOFF
Braking Action reported POOR
– Take-off is not permitted:
S When an officially measured value of recent origin (less than 1 hour) gives POOR braking
action.
– Take-off is SCD in the following circumstances:
S When the officially measured value is more than one hour old, or
S When the report is based on an estimated condition and the captain is convinced that
conditions are better than estimated.
CAUTION:
In either of the above cases the utmost caution must be exercised since
directional control characteristics can be extremely critical.
Observe crosswind and tailwind limits on slippery runways. Loss of directional control is possible after a
rejected takeoff at any speed, especially under crosswind conditions.
If it is not practical to perform the recommended periodic engine run--up, the takeoff should be preceded
by a static run--up to 60% N1 for 30 seconds. If airport surface conditions or congestion do not permit the
engines to be advanced to 60% N1, thrust should be set as high as practical for 30 seconds, or as long as
conditions permit. Observe all engine displays for proper indications prior to brake release.
With a contaminated runway, the following procedures should be accomplished. Align the aircraft with the
runway centerline and ensure that the nosewheel is straight before applying power for takeoff. On
slippery surfaces, ensure that the parking brakes are released prior to setting takeoff power to preclude a
takeoff with the parking brakes set. Advance the throttles to approximately 70% N1. Verify symmetrical
thrust and continue with normal takeoff procedures. Asymmetrical thrust can adversely affect directional
control on slippery runways. Throttle alignment at partial power may not assure alignment at takeoff
power. Be alert to asymmetric spool--up rates. Check all engine instruments for proper indications during
the early part of the takeoff roll.
Apply slight nose down elevator to improve nose wheel traction and directional control until rudder
control becomes effective for steering the aircraft.
CAUTION:
On a slippery runway, maintain the heading during rolling takeoff, by using small
rudder pedal steering inputs.
Nose gear steering of 3_ or more may cause the nose gear to slip on the icy (wet)
runway.
Do not use differential thrust.
NOTE: After takeoff in slush or wet snow and when clear of obstacles, extending and retracting landing
gear may reduce ice accumulation and possibility of gear door freeze-- up.
During a takeoff rejection, especially under crosswind conditions, both nosewheel steering and
differential braking effectiveness are reduced on slippery runways. While the use of reverse
thrust on slippery runways is recommended to reduce the stopping distance, its use may reduce
the directional control capability of the aircraft. Consequently, reverse thrust should be applied
gradually and symmetrically commensurate with the ability to maintain directional control under
the existing conditions.
Using high levels of reverse thrust at low ground speed on a contaminated runway, could lead to
flameout of the wing mounted engines due to ingestion of large amounts of water spray, slush or
snow.
17 SEP 2007
2.4.3
Page 5
FCOM Procedures
1.7
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
INFLIGHT
In automatic mode, engine and airfoil anti--ice will be on when ice is detected.
In moderate to severe icing conditions with prolonged periods of N1 settings less than 70% N1, every 10
minutes IGN OVRD should be selected and (one engine at a time) throttle reduced toward idle, then
advanced to a minimum of 70% N1 for 10 to 30 seconds.
NOTE: During this procedure, CONFIRM ENG OUT CLEAR prompt may appear on the MCDU.
Holding
Holding in icing conditions should be done in the clean configuration whenever possible.
1.8
LANDING
Landing on, or dispatch to a runway with poor braking action is undesirable, and should not be planned.
The flight crew must be aware of the condition of the runway with respect to snow, ice, slush, or
precipitation. The most favorable runway in relation to surface condition, wind, and weather should be
used. Landing on a wet or icy runway greatly increases the stopping distance. The appropriate landing
distances should be obtained from the applicable landing distance tables. Maximum flap extension is
recommended when landing on runways with reduced braking conditions.
If a landing is planned on a runway contaminated with snow, slush, standing water or during heavy rain,
the following factors must be considered: available runway length; visibility of runway markers and lights;
snow banks and drifts along the runway; wind direction and velocity; crosswind effect on directional
control; braking action; awareness of the effect on aircraft from slush and water spray (e.g., engine
ingesting, damage to flaps, gear doors); and the possibility of hydroplaning and the resultant increase in
stopping distances.
Braking action will be degraded following the application of a chemical de--icer on an icy runway. When
first applied, the chemicals form a watery film over snow and ice that results in extremely poor braking.
When in doubt about the type of runway de--icing, ask the tower specifically if chemical deicers were
used.
Blowing or drifting snow can create optical illusions or depth perception problems during landing or
taxi--in. Crosswind conditions may create a false impression of aircraft movement over the ground. It is
thus possible to have an impression of no drift when, in fact, a considerable drift may exists. When
landing under these conditions, runway markers or runway lights can help supply the necessary visual
references.
When it has been established that a safe landing can be made, the aircraft must be flown with the
objective of minimizing the landing distance. The approach must be stabilized early. Precise control over
drift and approach speeds is mandatory. Execute a missed approach if zero--drift condition cannot be
established prior to touchdown.
The aircraft should be flown to a positive touchdown on the runway. Be prepared to deploy the spoilers
manually since automatic deployment may not occur, due to delayed wheel spin--up.
On touchdown take positive action to lower the nose gear to the runway and maintain slight forward
pressure on the control column to assist in directional control. Maintain centerline tracking, ensure spoiler
deployment and simultaneously apply brakes smoothly and symmetrically, as appropriate to the braking
action and runway length available to ensure a safe stop. On contaminated or slippery runways,
immediately after nose gear touchdown, maximize anti--skid braking operation by applying full brake
pressure smoothly and symmetrically until a safe stop is assured. If autobrakes are used, the MAX
2.4.3
Page 6
15 APR 2011
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
position should be selected. Reverse thrust should be applied smoothly and symmetrically to maximum
allowable as soon as possible since reverse thrust effectiveness is greatest at higher speeds. Do not use
differential reverse thrust for directional control, as this may further aggravate the effects of
weathervaning. The use of reverse thrust may cause a visibility problem from blowing snow forward as
ground speed decreases. Using high levels of reverse thrust at low ground speeds on a contaminated
runway, could lead to flameout of the wing mounted engines due to ingestion of large amounts of water
spray, slush or snow. Take action as appropriate to the braking action and runway length available. Avoid
rapid return to forward thrust when engine RPM is high; the resultant forward thrust may be high enough
to cause the aircraft to accelerate.
Maintain directional control primarily with rudder pedals. Be alert for drift towards downwind side of the
runway. The rudder required in strong crosswinds may cause the nose gear to turn to an angle which
could induce skidding. Therefore, it may be necessary to hold the nose wheel centered and control
steering with rudder and brakes to maintain tracking.
If a skid develops, especially in crosswind conditions, reverse thrust will increase sideward movement of
the aircraft. In this case, modulate brake pressure and reduce reverse thrust to reverse idle, and if
necessary, forward idle. Apply rudders necessary to realign the aircraft with the runway and reapply
braking and reversing to complete landing roll. Use of nose gear steering wheel inputs to try to correct a
skid at high speeds is extremely hazardous. Use as much runway as necessary to slow the aircraft and
do not attempt to turn off a slippery runway until speed is reduced sufficiently to turn without skidding.
1.9
TAXIING
If the approach was made through icing conditions or if the runway was covered by slush or snow, do not
retract flaps to less than 28_. Damage to the flaps/slats could occur if ice is present and flaps and slats
are fully retracted.
Inspection after parking will show whether the necessity to de--ice the flaps exists. After inspection, flaps
and slats should be moved to UP/RET.
Slush in puddles or runway low spots may be deeper than the 1/2 inch (12.7 mm) maximum and cause
damage to flaps or other parts. Therefore, inspection is required after each landing in slush or snow
conditions.
1.10 PARKING
Both main and nose gear should be properly chocked. Parking brakes should be released to eliminate
the possibility of brakes freezing. If concerned about chocks holding on an icy ramp, parking brakes may
be left on.
If parking for an extended period and extreme cold temperatures are expected, consider parking on sand
or similar material to prevent freeze down.
In blowing snow, engine covers may be required, depending on length of ground time.
If the aircraft is parked in an area where exposure to an accumulation of freezing precipitation is
anticipated, set 3 units ANU with the horizontal stabilizer trim and power down the hydraulic system. This
will allow the inboard elevator panels to droop, trailing edge down, while the outboard panels remain
faired. This configuration minimizes ice accumulation in the elevator slot and avoids elevator nose
damage during elevator movement.
15 APR 2011
2.4.3
Page 7
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
1.11 PROCEDURE
Preparation for deicing
– FLAPS/SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP/RETRACT or
ARRIVAL POSITION
– Stabilizer Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/3_ ANU
– Perform PREPARATION Procedure / Checklist.
J Deicing at parking/gate position
Before deicing
– AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
– Perform BEFORE STARTING Procedure / Checklist up to and including
item Aux Pump 1, including Air Manual Box.
– APU AIR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
After deicing
– APU AIR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Complete BEFORE STARTING Procedure / Checklist.
Before taxi
– AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F Delay of flap extension desired:
– Perform BEFORE TAXI Procedure / Checklist except FLAPS and Flight Controls.
– Continue with Taxi--out below
F No delay of flap extension:
– Perform BEFORE TAXI procedure / Checklist with following modification:.
S FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE 50/EXT, SET T/O FLAPS
S Reset AUTO BRAKE to T/O if applicable.
– Continue with Taxi--out below
J Deicing at spray ramp (engines running)
– Perform BEFORE STARTING Procedure / Checklist.
– Perform BEFORE TAXI Procedure / Checklist except the items STAB TRIM, FLAPS and Flight
Controls.
Before deicing
– AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
– PACK Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– BLEED AIR Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
After deicing is complete and clear of ramp
– AIR SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
– STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ SET
– Continue with Taxi--out below
Taxi-out
– If both items FLAPS and Flight Controls were delayed:
S FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE 50/EXT, SET T/O FLAPS
S Flight Controls (while standing still) . . . . . . . . . . . . . . . . . . . . . . CKD
S Reset AUTO BRAKE to T/O mode.
– Proceed with normal TAXI--OUT Procedure.
2.4.3
Page 8
4 FEB 2008
MD-11
FCOM Procedures
2.
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
ENGINE AND AIRFOIL ANTI--ICE
General
NOTE: –
–
–
–
The “ICE DETECTED” alert will be displayed when the automatic anti--ice system has failed.
The alert will also be displayed if the automatic anti--ice system is in the manual mode, icing
conditions exist and any engine or airfoil anti--ice system is not on.
When aircraft is above 17,750 ft, the “NO ICE DETECTED” alert will be displayed when the
automatic anti--ice system is in the manual mode, any engine or airfoil anti--ice system is on,
and icing conditions no longer exist.
The “ICE DETECTED SINGLE” alert will be displayed if one ice detection system is
inoperative. Ice detection system is downgraded to advisory only status; however, automatic
anti--ice system is functional. Use total air temperature and visual methods as means of ice
detection.
The “ICE DETECTOR FAIL” alert will be displayed if both ice detection systems have failed.
Automatic anti--ice system is not functional; however, anti--ice system is available in manual
mode. Use total air temperature and visual methods as means of ice detection.
Engine operation at a higher thrust setting is required to shed ice from the compressor fan blades and the
spinner. Ice shedding for high bypass engines is dependent on a combination of aerodynamic and
centrifugal loads.
J On Ground
ANTI--ICE MANUAL
After engine start, when “ICE DETECTED” alert is displayed or icing conditions are
expected:
– ENG, WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Push ENG, WING and TAIL ANTI--ICE switches and verify ON lights illuminate
and “A--ICE ALL ON” alert is displayed.
–
–
–
–
Ensure that no damage will be caused by jet blast before performing a run-up.
On slippery surfaces, run up wing engines and tail engine separately.
Perform a run-up every 30 minutes.
Run-up setting is 60% N1 for 30 seconds.
NOTE: –
–
If airport surface conditions or congestions does not permit the throttles to be
advanced to 60% N1, the thrust should be set as high as practical for as long as
conditions permit.
In moderate to severe icing conditions it is SCD to perform a run--up for 30 seconds
prior to brake release and throttle advancement.
PROCEDURE
EVENT
30 minutes expired since
engine start or the last
run-up.
PF
S
S
S
S
Hold airplane in position with
manual brakes.
Command: ’RUN-UP’
Slowly advance throttles to
approximately 60% N1.
Monitor outside to detect
possible skidding of airplane.
30 seconds expired
S
S
S
S
S
17 SEP 2007
PNF
Smoothly retard throttles
Adjust throttles to 60%
N1.
Confirm: ’RUN-UP’.
Start timing.
Call: ’RUN-UP
COMPLETED’.
2.4.3
Page 9
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
J In Flight
Whenever engine anti--ice is required, with the system in either Auto or Manual, push ENG IGN
OVRD switch to OVRD ON. Continue to operate with engine ignition in override until anti--ice is off on
all engines . When anti--ice on all engines is off, push ENG IGN OVRD switch to OFF.
F Descent
This procedure provide crews with instructions to help prevent engine rollback/flameouts due to
ice ingestion.
Prior to reducing thrust for descent when icing conditions exist or are anticipated:
– ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– ANTI--ICE SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
– ENG, WING, and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . ON
NOTE: This action increases bleed air extraction to improve engine flameout margin.
When the icing conditions no longer exist or anticipated:
– ENG, WING, and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . OFF
– ANTI--ICE SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
– ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
[END]
F Other situations
ANTI--ICE MANUAL
When “ICE DETECTED” alert is displayed or icing conditions are expected:
– ENG, WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Push ENG, WING and TAIL ANTI--ICE switches and verify ON lights illuminate
and “A--ICE ALL ON” alert is displayed.
In moderate to severe icing conditions with prolonged periods of N 1 settings less than 70% N1, or
if fan icing is suspected (indicated by engine vibration), apply the following procedure every 10
minutes:
ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
–
One engine at a time:
– Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
– Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO MORE
THAN 70% N1
S Maintain for 10-30 seconds.
– Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
S Align throttle with other throttles.
ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
NOTE: During this procedure, *CONFIRM ENG OUT CLEAR* prompt may appear on the MCDU.
ANTI--ICE MANUAL
When “NO ICE DETECTED” alert is displayed and/or anti--ice is no longer required:
ENG, WING and TAIL ANTI--ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push ENG, WING and TAIL ANTI--ICE switches and observe ON lights
extinguish.
[END]
–
2.4.3
Page 10
15 APR 2011
FCOM Procedures
3.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
USE OF WINDSHIELD ANTI--ICE
Windshield anti-ice should be on when icing conditions are present.
WINDSHLD HIGH/NORM Switch should be in NORM for general icing conditions and in HIGH only for
the duration of moderate to heavy icing.
When descending into high humidity conditions, use of windshield anti-ice will assist defogging.
–oOo–
17 SEP 2007
2.4.3
Page 11
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.3
All Weather Operations
INTENTIONALLY LEFT BLANK
2.4.3
Page 12
17 SEP 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.4
Autoflight
Table of Contents:
Presently there are no procedures required for this section
–oOo–
1 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.4
Autoflight
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.4
Autoflight
THIS SECTION INTENTIONALLY BLANK
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
2.4.4
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.4
Autoflight
INTENTIONALLY LEFT BLANK
2.4.4
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.5
Config
Table of Contents:
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.5
Config
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.5
Config
THIS SECTION INTENTIONALLY BLANK
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
2.4.5
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.5
Config
INTENTIONALLY LEFT BLANK
2.4.5
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.6
Doors
Table of Contents:
1.
CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
1.1.
Door opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
1.2
Door closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
1.3
Cargo door Control Component Locations . . . . . . . . . . . . . . . . . . . . . . page 2
1 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.6
Doors
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
1.
CARGO DOOR OPERATION
1.1
DOOR OPENING
2.4
SUPPLEMENTAL PROCEDURES
2.4.6
Doors
Refer to chapter 1.3 for location of the control components.
–
Vent Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
S Push the release trigger of the handle, located on the associated cargo
door.
–
Vent Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY UP
S This opens the vent door.
–
Cargo Door/Loading Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
S Panel is located forward of the associated cargo door.
–
POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Open guard over switch and select ON position.
S Check white POWER & LTS Light illuminates.
–
DOOR Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD to OPEN
S Door must be fully open to enable use of the cargo loading system.
S Door is fully open when green POWER AVAIL Light on LOADING panel
illuminates.
NOTE: AFT CARGO compartment is not equipped with a loading system and
POWER AVAIL Light.
1.2
DOOR CLOSING
Refer to chapter 1.3 for location of the control components.
–
Cargo Door/Loading Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
S Panel is located forward of the associated cargo door.
–
POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Open guard over switch and select ON position.
S Check white POWER & LTS Light illuminates.
–
DOOR Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD to CLOSE
S Door is fully closed when green DOOR Light illuminates.
–
POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Check white POWER & LTS Light extinguishes.
S Close guard over switch.
–
Cargo Door/Loading Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
–
Vent Door Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY DOWN
S This closes the vent door.
S Check handle is properly locked.
–
Lock Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
S Through viewing port(s) on the associated cargo door proper
engagement of the lock pins (use DYNA Light) can be checked.
8 JAN 2007
2.4.6
Page 1
MD-11
FCOM Procedures
1.3
2.4
SUPPLEMENTAL PROCEDURES
2.4.6
Doors
CARGO DOOR CONTROL COMPONENT LOCATIONS
VENT DOOR HANDLE
VENT DOOR
VIEWING PORT
CARGO DOOR / LOADING
CONTROL PANEL
VIEWING PORT
DOOR CONTROL SWITCH
DOOR LIGHT
POWER & LTS LIGHT
POWER AVAIL LIGHT
POWER SWITCH
Cargo Door / Loading Control Panel
NOTE: Forward and Center Cargo Door control components are shown; Aft Cargo Door control is
similar.
–oOo–
2.4.6
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.7
Elec
Table of Contents:
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.7
Elec
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.7
Elec
THIS SECTION INTENTIONALLY BLANK
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
2.4.7
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.7
Elec
INTENTIONALLY LEFT BLANK
2.4.7
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
Table of Contents:
1.
APU INFLIGHT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
BATTERY START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
CROSS BLEED START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
4.
ENGINE IGNITION MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
5.
MANUAL THROTTLE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
6.
START VALVE MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 5
7.
USE OF ENGINE 2 INSTEAD OF APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
8.
TWO ENGINE FERRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
APU INFLIGHT OPERATION
NOTE: –
–
–
–
In flight the APU may only be used to supply electrical power if required.
The APU may be started at altitudes up to 25,000 feet and operated within the APU
Operating Envelope.(refer to FCOM 2.9 limitations)
Multiple start attempts may be required for cold soaked conditions.
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Push APU START/STOP switch on APU panel, and observe ON light illuminates. When APU is started
from APU START/STOP switch, APU PWR switch must be pushed to ON to supply electrical power.
NOTE: An inflight start may take as long as 3 minutes and be characterized by fluctuations of N1, EGT,
and N2 during acceleration to operating speed.
2.
BATTERY START
If two external pneumatic power units are used, the 1-2 isolation valve has to be opened manually by the
ground crew.
If the APU is used to supply pneumatic power, APU AIR has to be selected ON and the 1-2 isolation valve
has to be opened manually by the ground crew.
CAUTION:
Operation of the APU with access door open, requires presence of a fire
extinguisher.
Engine 1 is preferably started first as pneumatic ground connector directly supplies air into its pneumatic
manifold.
NOTE: If due to circumstances it is more practical to start engine 3 first, this may be attempted,
however to provide engine 3 start pneumatic pressure, select 1--3 ISOL ON. The 1--3 isolation
valve is powered from the L EMER bus.
–
–
–
–
–
–
AML . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Exterior Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
Cockpit Safety Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLOCKED
CAUTION:
–
–
Ensure wheels are blocked, brake system may have insufficient pressure to maintain
adequate braking.
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG/APU FIRE Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
S Push ENG/APU FIRE TEST button on overhead panel. Observe all three
ENG FIRE handle lights, APU FIRE handle light, and all three engine
FUEL switches are illuminated. Engine/APU fire test must be repeated
after AC buses are powered.
NOTE: –
MASTER WARNING light and fire bell will not operate and fire alerts will not display on EAD
and SD unless aircraft power or emergency power is available
– ENG/APU fire detection and fire extinguishing systems are available during battery start.
– The fire extinguishing ENG 2 AGT LOW lights are operative during battery start.
If APU can be used to supply pneumatic power:
– APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Use START/STOP Switch on APU panel.
15 APR 2009
2.4.8
Page 1
MD-11
FCOM Procedures
–
–
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Pneumatic Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVAILABLE
S Confirm with ground engineer that pneumatic supply is available.
NOTE: –
–
–
–
To prevent battery discharge, complete engine start procedure without delay and power
electrical bus as soon as possible.
ENG IGN system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
PACKs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S PACK OFF lights will not illuminate until DC BUS 3 is powered.
Reduced noise level indicates packs shutdown.
Engine No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
NOTE: –
–
–
Amber Engine Start Switch will not illuminate, check N2 rotation to
confirm opening of start valve (indication visible at approx. 8%).
Starting limits not indicated on EAD.
The engine will stabilize at approach idle and return to minimum idle
after power-up of the FCCs.
After engine start:
– Beacon Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Check No. 1 GEN ARM Light extinguished and all electrical buses powered.
– EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ARM
S Check Emergency Power ON Light out and BAT CHARGING alert displayed.
– Start engine No. 2 and refer to USE OF ENGINE NO. 2 INSTEAD OF APU procedure in this section
to facilitate normal ground handling procedures.
– Fuel Switch Engine No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– APU (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– Normal Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
NOTE: –
The emergency power preflight test cannot be performed with an engine running. The
emergency power system was adequately functioned during the ENGINE START procedure.
No further check of emergency power is required.
[END]
3.
CROSS BLEED START
–
A minimum of 25 psi pneumatic pressure is required for a successful start (“START AIR PRESS LO”
alert will be displayed if pressure is below 25 psi with starter valve open).
–
Increase in power of engine supplying starter air may be required, notify ATC of intention to operate
one engine slightly above idle.
ECON switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
–
J AIR SYSTEM in auto
–
START Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
F “START AIR PRESS LOW” alert displayed
– Advance throttle supplying engine maintain minimum 25 psi. Reduce after starter
disengagement of last engine.
– Continue below.
F “START AIR PRESS LOW” alert not displayed
– Start engine using normal start procedures.
After engines are started:
– ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
[END]
2.4.8
Page 2
8 JAN 2007
MD-11
FCOM Procedures
J
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
AIR MANUAL
–
–
–
–
–
BLEED AIR switch (Engine Supply Bleed) . . . . . . . . . . . . . . . . . . . . . . . . . ON
BLEED AIR switches (Engine Being started) . . . . . . . . . . . . . . . . . . . . . . OFF
Appropriate ISOL VALVE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACK Switches (ALL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
START Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
F
“ START AIR PRESS LOW” alert displayed
– Advance throttle supplying engine maintain minimum 25 psi. Reduce
after starter disengagement of the last engine.
– Continue below.
F
“ START AIR PRESS LOW” alert not displayed
– Start engine normal engine start procedure.
After engines are started:
– ISOL VALVE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– BLEED AIR Switches (All) . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– PACK Switches (ALL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
[END]
4.
ENGINE IGNITION MANUAL OPERATION
NOTE: –
–
When “ENG IGN MANUAL” or “MSC AUTO FAIL” alert is displayed, the automatic function of
the ignition system is inoperative.
A or B ENG IGN switch MANUAL light illuminated indicates power is being supplied
continuously to the selected ignition.
When the automatic function of the ignition system is inoperative, select A or B ignitions system as
follows:
– Prior to engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL
– After start of all engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF
– Prior to take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL
– After slat retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF
– When icing conditions are anticipated . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL
– When clear of icing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF
– Prior to landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN A OR B MANUAL
– After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG IGN OFF
NOTE: Although the ignition systems have no time limit, excessive use will reduce service life.
15 APR 2009
2.4.8
Page 3
MD-11
FCOM Procedures
5.
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
MANUAL THROTTLE OPERATION
Take-off
–
–
Rolling take-off not allowed.
Adapt Take--off Procedure as follows:
PROCEDURE
EVENT
Starting T/O roll
PF
PNF
–
Advance throttles to approx.
70% N1
–
Check symmetrical and normal engine parameters
–
–
–
Release brakes
Call ’TAKE-OFF’
Advance throttles to
reference N1
Command
’CHECK THRUST’
–
–
–
–
Check FMA: T/O THRUST in
altitude window
Adjust N1 prior to 80 kt
Call ’THRUST SET’
NOTE: The ’SET AUTOFLIGHT’
command should not be
given to emphasize that
the ATS is not available.
Passing 80 KIAS
At 1,500 ft HAA
At or above Climb Thrust
altitude
–
–
Command
“SET CLIMB THRUST”
–
Call
“80 KNOTS, NO CLAMP”.
–
Check/set thrust reference
changes to CLB THRUST
Set N1 at reference N1
Call “CLIMB THRUST SET”
–
–
Maintain N1 at or below reference N1.
Engine Failure After V1
–
Adapt engine failure procedure after V1 as follows:
PROCEDURE
EVENT
Clean configuration established
PF
–
Command
’SET MCT THRUST’
PNF
–
–
–
–
Check thrust reference
changes to MCT THRUST
Set N1 at reference N1
Call ’MCT THRUST SET’
Maintain N1 at or below reference N1.
Go-around
–
2.4.8
Page 4
Adapt go-around procedure as follows:
17 SEP 2007
MD-11
FCOM Procedures
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
PROCEDURE
EVENT
PF
At go-around altitude capture
–
Reduce thrust according
speed schedule
Accelerating or climb continued
–
Command
’SET CLIMB THRUST’
Accelerate and/or climb
–
–
–
6.
PNF
–
–
–
Check/set thrust reference to
CLB THRUST
Set N1 at reference N1
Call ’CLB THRUST SET’
Maintain N1 at or below reference N1.
When returning for a next approach continue with GA thrust reference limit.
START VALVE MANUAL OPERATION
This procedure has to be performed if the engine start valve fails to open or close pneumatically.
–
–
–
–
Review start procedure with ground engineer prior to starting the engines.
If possible, start the affected engine first.
Use MAINT INTPH system to communicate during the start procedure.
Complete Before Starting Checklist.
–
ENGINE START SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Command ground crew:
– Engine Starter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . “OPEN START VALVE”
S Observe appropriate engine starter switch light illuminates or there is
ground crew notification that starter valve is opened.
S Continue start using normal engine start procedures.
When engine reaches 45% N2, command ground crew:
– Engine Starter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . “CLOSE START VALVE”
S Verify associated engine starter switch light extinguishes or confirm
through ground crew that starter valve is closed.
– Continue normal start procedures.
NOTE: 1. If the ground crew is unable to close the start valve, perform Abnormal Non--Alert procedure
START VALVE LIGHT ILLUMINATED AFTER START OR IN FLIGHT.
2. In case of an in-flight engine start, a windmill start has to be performed.
[END]
15 APR 2009
2.4.8
Page 5
FCOM Procedures
7.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
USE OF ENGINE 2 INSTEAD OF APU
If it is required to use engine 2 during a ground stop:
– Inform ATC, groundstaff and the purser.
– One cockpit crew member must stay in the cockpit to monitor the engine.
– The engine may be used at idle only.
– Take off warning test can not be performed.
– Aft doors should not be used for (dis)embarkation.
–
–
–
–
–
Beacon Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Only left and right main gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLOCKED
HYDRAULIC SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
1-3 and 2-3 RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AIR MANUAL
–
–
–
–
1-2 ISOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PACKs 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3 ISOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PACK 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ON
ON
OFF
OFF
When operating during prolonged time at high temperatures (to preclude heating problems in the aft
accessory compartment):
– Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY ANU
S This provides a gap in the stabilizer to fuselage fairings.
S 3_ ANU when refueling
– HYD SYS 2 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
If temperature exceeds approximately 70_C:
– Contact ground engineer to check that flight control surfaces are clear.
– Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATE
S Operate flight controls until temperature has decreased below
approximately 65_C.
If loading, unloading or refueling of the aircraft takes place:
– Ground Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORM
S Inform ground crew to temporarily stop loading/unloading.
– Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
S At weight intervals of approx. 30 tons cycle the brakes to prevent
overstressing of the center gear.
– Before starting engines, restore hydraulic system to normal configuration.
NOTE: –
–
–
–
–
–
–
–
2.4.8
Page 6
Do not enter any weight on FMS WEIGHT INIT page until refueling is completed.
TAXI FUEL not available on FMS WEIGHT INIT page.
Manual cargo doors test should be performed after all cargo doors are closed.
Fuel used reset may be required.
After engine start, AUX PUMP 1 has to be switched off.
WEIGHT INIT page line 1R will display “(XXX)/FQ”
Manual computed V speeds MUST BE USED. FMS speeds and TOGW will be in error
A preflight FUEL SYSTEM TEST is not possible with ENG no 2 operating.
17 SEP 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
Perform EMERGENCY POWER TEST and HYD PRESSURE TEST below:
EMERGENCY POWER TEST
–
–
–
–
–
ELEC SYSTEM Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL
EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verify ARM
AC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Observe the ELEC synoptic displays the “EMER PWR ON” level 1 alert and the LEAC and LEDC bus
symbols are green (powered).
NOTE: Power transfer may cause various alerts to be displayed. If any alerts remain after this test is
complete, use QRH procedure if applicable.
J “BUS L EMER AC OFF” level 1 alert displayed
– AC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM)
S Push the AC TIE 1 switch and observe AC 1 bus, AC 1
TIE and DC 1 bus symbol is green (powered).
– DC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM)
S Push the DC TIE 1 switch and observe DC 1 TIE symbol
is green (powered).
– EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– Maintenance action required.
– Continue with Hydraulic Pressure Test.
J “BUS L EMER AC OFF” level 1 alert not displayed
F “BUS L EMER DC OFF” level 1 alert displayed
– DC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM)
S Push the DC TIE 1 switch and observe DC 1 bus and
DC 1 TIE symbol is green (powered).
– AC TIE 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM)
S Push the AC TIE 1 switch and observe AC 1 bus and
AC 1 TIE symbol is green (powered).
– EMER PWR Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
– Maintenance action required.
– Continue with Hydraulic Pressure Test.
F “BUS L EMER DC OFF” level 1 alert not displayed
– AC TIE 1 switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM)
S Push the AC TIE 1 switch and observe AC 1 bus, AC 1 TIE
and DC 1 bus symbol is green (powered).
– DC TIE 1 switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH (ON/ARM)
S Push the DC TIE 1 switch and observe DC 1 TIE symbol
is green (powered).
– EMER PWR selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, then ARM
– Continue below.
15 APR 2009
2.4.8
Page 7
MD-11
FCOM Procedures
2.4
SUPPLEMENTAL PROCEDURES
2.4.8
ENG/APU
j “GALLEY BUS OFF” alert displayed
– GALLEY BUS switches . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
S Push the GALLEY BUS switches with OFF light illuminated.
CAUTION:
–
Do not push any switch with OFF light illuminated more than once.
Continue below.
j “GALLEY BUS OFF” alert not displayed
f ELEC SYSTEM auto mode available
– ELEC SYSTEM switch . . . . . . . . . . . . . . . . . . . . . . . PUSH/AUTO
S Push the ELEC SYSTEM switch and observe the MANUAL light
is extinguished and the “ELEC SYS MANUAL” level 1 alert
is no longer displayed.
– Continue with Hydraulic Pressure Test.
f ELEC SYSTEM auto mode not available
– Continue with Hydraulic Pressure Test.
HYDRAULIC PRESSURE TEST
After engines 1 and 3 are started:
– perform hydraulic pump test, use hydraulic manual box of BEFORE TAXI Checklist.
J Hydraulic system auto mode available
– HYD SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH/AUTO
S Push the HYD SYSTEM switch and observe the MANUAL light is
extinguished and the “HYD SYS MANUAL” alert is no longer
displayed.
NOTE: “HYD PUMP TST FAIL” alert may appear at the end of the flight due to incomplete automatic
hydraulic (engine driven) pump test.
[END]
J Hydraulic system auto mode not available
NOTE: “HYD PUMP TST FAIL” alert may appear at the end of the flight due to incomplete automatic
hydraulic (engine driven) pump test.
[END]
8.
TWO ENGINE FERRY
Refer to AFM Appendix 2 -- Two Engine Ferry.
Two Engine Ferry may only be carried out by dedicated crew (e.g. Flt Tech MD11).
2.4.8
Page 8
17 SEP 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.9
FMS
Table of Contents:
1.
DISPATCH WITH FMS 2 INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 1
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.9
FMS
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
2.4
SUPPLEMENTAL PROCEDURES
2.4.9
FMS
DISPATCH WITH FMS 2 INOPERATIVE
Preparation
NOTE: –
–
–
–
–
Mode and range should always be the same on both NDs; otherwise the FMC RANGE
DISAGREE message will be displayed.
F/O FMS SISP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F/O ON 1
MCDU 2 (Menu Page LSK 1L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMC 1
Take-Off Data Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
S Fill out the take-off data card normally and in addition enter the following:
– V1, VR, V2, from either LINTOP or from FMC1 when using TL
charts.
– VFR, VSR and VCL speeds from FMC1.
– full take-off N1 or T/O1 10% derate or T/O2 20% derate take-off
N1 setting from FMC1.
– climb thrust N1 settings from table below.
S For anti-ice on, subtract 2% N1 from table value.
Pressure Altitude (ft)
OAT
(_C)
0
1500
2000
4000
5000
10000
15000
-30
90.9
92.0
92.5
94.2
95.0
98.3
102.0
-20
92.7
94.0
94.4
96.1
96.9
100.2
103.9
-10
94.5
95.7
96.1
97.9
98.7
101.9
105.7
0
96.2
97.5
97.9
99.7
100.5
103.8
105.9
10
98.0
99.3
99.7
101.5
102.3
104.1
104.6
20
99.7
101.0
101.5
102.4
102.6
102.9
103.3
30
100.0
100.3
100.4
100.9
101.1
101.5
NOTE: After CLB thrust has been set, FADEC will adjust N1 during climb.
FADEC will also protect against overboost.
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND SET
S Perform a normal FMS setup. In addition perform the following items:
– Insert and check the flight-plan up to entry point (STAR is lost if
FMC 1 fails).
– Manually tune both VORs and radials according to the SID.
Before starting
–
Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND SET
S Insert weights, CGs and speeds.
S Check data again with take-off data card.
Take-off
J FMC 1 remains operative
– Perform a normal take-off.
– Manually tune VORs as required, in order to have the correct VOR tuned should FMC 1 fail.
– During flight check FMS gross weight on the WEIGHT INIT page at regular intervals against the
gross weight on the ENG page.
– During flight check FMS position at regular intervals using raw data.
– If FMC 1 fails, perform Abnormal Non--Alert procedure -- FMC FAILURE.
[END]
15 APR 2011
2.4.9
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.9
FMS
J FMC 1 fails
NOTE: 1. If FMC failure occurs before V1, the take-off warning will sound due to loss of stabilizer
trim green band. Consequently, the take-off must be rejected.
2. If FMC failure occurs after V1:
– NAV mode disarms or disengages; reversion to heading mode.
– PROF and FMS speed modes disarm or disengage.
– ATS disengages. ATS can be re-engaged when not in take-off or level change mode.
– NAV/RADIO preselect fields are cleared.
– Packs are shut down if failure occurs below the thrust reduction altitude. “AIR SYS 1,
2 and 3 OFF” alerts are displayed. AVNCS FAN OVRD light comes on. Above thrust
reduction altitude, packs will start operating again.
– Thrust limits are lost.
– Landing altitude is lost. SET LDG ALTITUDE alert is displayed.
– VMIN, VFR and VSR are removed from the speed scale.
– MAP FAIL is displayed on both NDs.
– All waypoints of the SID are lost.
Adapt flight techniques as follows:
CREW CO-ORDINATION
FLIGHT PHASE or EVENT
PF
FMC 1 Failure
–
With AP on
–
–
Continue normal take-off up
to and including
’SET AUTO FLIGHT’
Command
’SET STANDBY NAV/RAD’
Command
PNF
–
Call ’FMC FAILURE’
–
Select the STBY NAV/RAD
page on both MCDUs
Select the VOR mode on
both ECPs
–
’SET VOR/VOR’
–
–
–
–
At or above CLIMB THRUST
altitude
–
–
At or above acceleration
altitude
–
–
Follow the SID using the
HEADING or TRACK mode
Command ’SET ALTITUDE’
Command
’SET CLIMB THRUST’
–
Monitor flight progress
–
–
Command ’SET SPEED’
Accelerate
–
Pull ALTITUDE selector
Set climb thrust N1 from the
take-off data card.
Call ’CLIMB THRUST SET’
Pull IAS/MACH selector
Continue normal take-off.
Retract flaps and slats at the take-off data card speeds.
When established in the clean configuration with speed VCL, perform Abnormal Non--Alert
procedure -- FMC FAILURE.
NOTE: If FMC 1 has failed due to a time--out, re-appearance of the FMC 1 prompt on the MENU
page indicates a successful reset.
[END]
–oOo–
2.4.9
Page 2
15 APR 2011
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
Table of Contents:
1.
FUEL CROSSFEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
MINIMUM FUEL APPROACH AND MANIFOLD DRAIN OPERATION . . . page 2
3.
REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
4.
3.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
3.2
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
TAIL FUEL FWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
–oOo–
4 FEB 2008
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
FUEL CROSSFEED
–
–
–
FUEL SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY MANUAL
S If fuel system is in automatic mode, push FUEL SYSTEM SELECT
switch and observe MANUAL light illuminates.
TANK TRANS Switch (Supplying Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Push appropriate TANK TRANS switch and observe ON light illuminates.
TANK XFEED Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Push appropriate TANK XFEED switch and observe ON light illuminates.
NOTE: –
–
–
–
If fuel crossfeed valves are opened so that tank 2 and tank 1 or 3 are supplying fuel to the
engines through the fuel manifold, tank 2 can be expected to override the other tank and
feed all engines.
XFEED DISAG light illuminates briefly while valve is in transit.
Tank PUMPS Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push appropriate TANK PUMPS switch and observe OFF light illuminates.
Fuel Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
S Manage fuel distribution so transfer or crossfeed from tank 1 or 3 is not
required with less than 4,600 kg remaining in each tank.
S Maintain balance between tank 1 and 3 to within 1,800 kg.
NOTE: Below approx. 4,600 kgs, fuel transfer rate from outboard to inboard compartment during an
extended tank to tank transfer or crossfeed is not sufficient to sustain flow to more than one
engine operating at cruise power.
When desired quantity has been reached:
– TANK PUMPS Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
S Push appropriate TANK PUMPS switch and observe OFF light extinguishes.
– TANK XFEED Switch (Receiving Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push appropriate TANK XFEED switch and observe ON light extinguishes.
– TANK TRANS Switch (Supplying Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push appropriate TANK TRANS switch and observe ON light extinguishes.
– FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO or MANUAL
S If system was in manual before starting procedure, leave system in manual.
[END]
8 JAN 2007
2.4.10
Page 1
MD-11
FCOM Procedures
2.
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
MINIMUM FUEL APPROACH AND MANIFOLD DRAIN OPERATION
NOTE: Approximately 900 kg in each tank is sufficient for a missed approach and visual return.
FUEL MANUAL
When fuel quantity in any main tank reaches approximately 900 kg:
– All TANK TRANS Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push all tank TRANS switches and observe ON lights extinguish.
– All TANK XFEED Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push all tank XFEED switches and observe ON lights extinguish.
– MANF DRAIN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN
S Open MANF switchguard, push MANF DRAIN switch and observe DRAIN light
illuminates. “FUEL MANF DRAIN” level 1 alert will be displayed.
NOTE: In drain position, manifold drain valves will open and allow fuel in crossfeed
manifold (approx. 180 kgs) to drain into tank 2 when fuel quantity in tank 2 is
less than approx. 900 kgs.
–
Fuel Quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CAUTION:
–
–
Crossfeed valves should not be on nor transfer pumps operated after a
fuel manifold drain.
Do not attempt a missed approach if fuel in any main tank is 700 kg or less.
Avoid pitch up in excess of that required for safe climb gradient.
NOTE: If “TNK__FWD PUMP LO” alert is displayed while in a pitch up attitude, no crew action is
required. The alert will extinguish when pitch attitude is lowered.
[END]
3.
REFUELING
3.1
GENERAL
There are two refueling stations, one under each wing outboard of engines 1 and 3.
They are located behind a service door near the leading edge of the wing.
Each refueling station has two refuel adapters.
The refueling control panel is installed under the RH wing.
At Schiphol, the KLM Fueling Department is in charge of refueling. At outstations, refueling should be
done or supervised by a KLM qualified AMT.
The automatic fueling system should be used as the primary means of fueling.
If the accuracy of a quantity indication is in doubt or an indication is known to be inoperative, the
appropriate tank must be filled by stick method. To perform this at Schiphol, KLM Fueling Department
must contact the AMT.
2.4.10
Page 2
8 JAN 2007
FCOM Procedures
3.2
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
PROCEDURE
–
Refuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
S Enter the required departure fuel quantity as REFUEL QTY on line 1 of
the FMS FUEL INIT page.
–
Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENERGIZED
S Move the POWER Switch on the refueling control panel to ARM and hold
until the POWER light illuminates.
S The refueling system will perform a selftest which is complete when the
initial indications are displayed again.
–
Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
S Check that AUTO OVRD and KGS indications are on.
S Check that all fill valve switches are in the CLOSED position.
–
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
S Connect the fuel hoses to the refuel adapters.
S Select fill valve switches to the AUTO position.
S Select nozzle valve levers to open.
S Pressurize fuel hoses.
NOTE: Fuel fill valves will open after approx. 10 sec.
Refueling can be stopped any time by pushing the STOP FUEL switch and restarted again
by pushing the START FUEL switch.
Refueling will stop automatically when the FMS inserted fuel quantity has been reached.
When required amount of fuel is on board:
– Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
S Select fill valve switches to the CLOSED position.
S Depressurize fuel hoses.
S Select nozzle valve levers to close.
S Disconnect the fuel hoses from the refuel adapters.
Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE-ENERGIZED
S Move the POWER Switch on the refueling control panel to DISARM and
hold until the POWER light extinguishes.
[END]
–
4 FEB 2008
2.4.10
Page 3
MD-11
FCOM Procedures
4.
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
TAIL FUEL FWD
When “TAIL FUEL FWD” alert is displayed, push FUEL SYSTEM SELECT switch from AUTO to MANUAL
then back to AUTO.
J “TAIL FUEL FWD” alert not displayed
– No further crew action required.
[END]
J “TAIL FUEL FWD” alert displayed
– Cruise performance may be affected.
NOTE: –
The fuel burn penalty for tail fuel management system inoperative (tail tank empty) is
dependent on the zero fuel weight center of gravity as follows:
ZFWCG (% MAC)
FUEL BURN PENALTY (%)
BELOW 22
22 TO 28
ABOVE 28
2.7
2.0
1.0
The cruise penalty can be entered as a PERF FACTOR (+) on the FMS A/C STATUS page to correct
FMS enroute predictions.
F Less than 4 hours remain in flight leg, or “FUEL TEMP FAIL” alert displayed, CG display
inoperative, or tail tank empty
– Continue flight with fuel system in AUTO.
[END]
F More than 4 hours remain in flight leg, and “FUEL TEMP FAIL” alert not displayed, CG
display operative, and tail tank not empty
– FUEL SYSTEM SELECT Switch . . . . . . . . . . . . . . . . . . . . . MANUAL
S Push FUEL SYSTEM SELECT switch and observe MANUAL light illuminates.
NOTE: –
–
–
–
–
–
–
2.4.10
Page 4
When switching the fuel system from AUTO to MANUAL, fuel system controller
(FSC) will turn on tank pumps 1, 2 and 3, L and R aux tank transfer and tail tank
transfer pumps. Tank 2 transfer pump and 1, 2 and 3 fill valves will remain in
previously selected positions. Wait 4 sec for the FSC to coordinate pump
sequence before selecting any pump.
Select FUEL synoptic. Verify the transfer path from the tail tank to the aux tanks.
Verify the tail tank transfer pumps are on and green flow lines are illuminated, and
the upper aux tank fill spigot is displayed. Verify upper and lower aux pumps are
functioning by observing the green flow and pressure indications on the synoptic.
TAIL TANK TRANS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push TAIL TANK TRANS switch and observe ON light extinguishes.
Tank 1, 2 and 3 FILL Switches . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Monitor aircraft center of gravity and tail tank fuel temperature.
Maintain center of gravity forward of 32% MAC and tail tank
fuel temperature warmer than --35_C
Continue below.
4 FEB 2008
MD-11
FCOM Procedures
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
j CG > 32% MAC
– TAIL TANK TRANS Switch . . . . . . . . . . . . . . . . . . . . . . . ON
S Push TAIL TANK TRANS switch and observe ON light illuminates.
When CG decreases to 30% MAC:
– TAIL TANK TRANS Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
S Push TAIL TANK TRANS switch and observe ON light extinguishes..
– Tank 1, 2, and 3 FILL Switches . . . . . . . . . . . . . . . . . . . AS REQUIRED
– Monitor aircraft center of gravity and tail tank fuel temperature.
– Maintain center of gravity forward of 32% MAC and tail tank fuel
temperature warner than --35_C
[END]
j CG not > 32% MAC
f Tail fuel temp --35_C or colder, or tail fuel quantity < 2268 kg, or upper aux tank
empty
– FUEL SYSTEM SELECT Switch . . . . . . . . . . . . . . AUTO
S Push FUEL SYSTEM SELECT switch and observe MANUAL light extinguishes.
NOTE:
“TAIL FUEL FWD” alert may be displayed, and fuel will transfer forward or normal
tail fuel management will occur.
[END]
f Tail fuel temp --34_C or warmer, and tail fuel quantity > 2268 kg, and upper aux tank
not empty
– Monitor center of gravity.
[END]
–oOo–
4 FEB 2008
2.4.10
Page 5
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.10
Fuel
INTENTIONALLY LEFT BLANK
2.4.10
Page 6
4 FEB 2008
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.11
Hyd
Table of Contents:
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.11
Hyd
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.11
Hyd
THIS SECTION INTENTIONALLY BLANK
Presently there are no procedures required for this section
–oOo–
8 JAN 2007
2.4.11
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.11
Hyd
INTENTIONALLY LEFT BLANK
2.4.11
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.12
Misc
Table of Contents:
1.
SETTING OF CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
STOPPING OF COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
USE OF CREW OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.12
Misc
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.12
Misc
SETTING OF CLOCK
To set the clock, the DATE Button (upper RH corner) and UTC Selector (lower RH corner) are used.
–
–
UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUN
Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
S Push DATE button to alternate between date and time display.
When date display is selected, the display cycles between year and day/month.
J Time not correct
– DATE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TIME
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FS/D
S Hour display is incremented by one per second.
Minute display does not change.
When hour display is correct:
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SS/M
S Minute display is incremented by one per second.
Hour display does not change
When minute display is correct:
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HLD/Y
At exact time:
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUN
[END]
J Date not correct
– DATE Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DATE
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FS/D
S Day display is incremented by one per second.
Month display does not change.
When day display is correct:
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SS/M
S Month display is incremented by one per second.
Day display does not change.
When month display is correct:
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HLD/Y
S Year display is incremented by one per second.
When year display is correct:
– UTC Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUN
[END]
2.
STOPPING OF COCKPIT VOICE RECORDER
If the recorded information has to be preserved according OM part A, BOM.
On the overhead circuitbreaker panel:
S COCKPIT VOICE RECORDER (F20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL AND CLIP
– Report in AML.
[END]
–
8 JAN 2007
2.4.12
Page 1
FCOM Procedures
3.
MD-11
2.4
SUPPLEMENTAL PROCEDURES
2.4.12
Misc
USE OF CREW OXYGEN
Whenever oxygen is required:
– Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
– N(ormal)/100% Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N or 100%
S Use 100% in case of emergency descent, smoke or fumes.
S Use N(ormal) after emergency descent or whenever supplemental
oxygen is required.
– Check flow indicator shows yellow cross.
– Check other crewmember(s) for signs of oxygen starvation.
If smoke or fumes enter mask or oxygen is needed in case of illness:
– Emergency Pressure Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE 90_ RIGHT
When oxygen is no longer required:
– Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
– Oxygen Mask Container Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
– Reset/Test Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
NOTE: The last two actions will restore normal communication.
–oOo–
2.4.12
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8
TOC
Table of Contents:
2.8.1 . LEVEL 1 ALERTS
1. Level 1 Alert List
2.8.2
LEVEL 0 ALERTS
1. Level 0 Alert List
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8
TOC
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
LEVEL 1 ALERT LIST
Level 1 Alert
Action Code
Consequence(s)/Description
AC TIE FAULT
NO T/O
Consequences:
– DO NOT CONNECT EXTERNAL POWER
– LEAVE AC TIE BUS ISOLATED
– APU MAY BE USED IF AVAILABLE
The AC tie bus is inoperative and all bus tie
relays are locked out.
AC TIE__OFF
(1, 2, 3)
NO T/O/
SWITCH
Consequence: NONE
The respective AC TIE has been manually
selected OFF, or automatically selected OFF
by the electrical system due to a fault.
ADG ELEC SWITCH ON
SWITCH
Consequence: NONE
The ADG ELEC switch on the electrical panel
has been selected ON.
AFSC FAULT
MAINT
Consequence: NONE
There is an internal fault detected by the
Ancillary Fuel System Controller. System
operation may be affected.
A-ICE SENSOR FAIL
MAINT
Consequence:
– DEPART ICING AREA
A primary and a backup sensor of one of the
pneumatic system controllers are unable to
monitor pressure or temperature for the
associated airfoil anti--ice system.
Anti-ice may be inoperative.
A-ICE SYS MANUAL
MAINT/
SWITCH
Consequence: NONE
The automatic anti-ice system has reverted to
MANUAL because of a fault or has been
selected to MANUAL. The auto anti--ice system
will revert to MANUAL if the AIR system is
selected to MANUAL.
AIL DEFLECT INOP
MAINT
Consequence: NONE
Aileron deflection system command signals are
inoperative.
AIR COND DOOR
MAINT
Consequence: NONE
One or more of the air conditioning pack
access doors is not closed and latched.
AIR DATA HTR ON
MAINT
Consequence: NONE
An air data probe heater is on when it should
be off.
AIR__ISOL DISAG
(1-2, 1-3)
MAINT
Consequence:
– DO NOT CONNECT ACTIVE BLEEDS
The respective isolation valve is not in the
commanded position. If the valve is open, the
crew should not allow two active bleed sources
to be interconnected.
8 JAN 2007
2.8.1
Page 1
FCOM Procedures
2.8.1
Page 2
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
AIR LRU INOP
N/A
Consequence: NONE
Maintenance action has been taken to declare
an airconditioning pack, pneumatic system, or
manifold sensor inoperative. The system can
be operated in auto mode and will not use the
affected component.
AIR MANF TST FAIL
NO T/O
Consequence: NONE
The automatic test of the Air Manifold Failure
Detection System has failed.
AIR SYS 1 OFF
MAINT/
SWITCH
Consequences:
– IF MANF FAILED DO NOT
REPRESSURIZE
– WING ANTI-ICE NOT AVAILABLE
– NO FWD GALLEY VENT
– DEGRADED AFT CARGO VENTILATION
Air system 1 is OFF. This could occur
automatically as a result of a manifold failure
(main manifold, anti-ice manifold, or pack
manifold), or as a result of an airfoil anti-ice
valve open on the ground. It will also occur as a
result of the number 1 engine fire handle being
pulled (air system AUTO only) or the flight crew
manually selecting the air system OFF.
If the MANF light remains illuminated for an
extended period of time, but the
’AIR MANF__FAIL’ alert is not displayed, the
system is depressurized.
AIR SYS 2 OFF
MAINT/
SWITCH
Consequences:
– IF MANF FAILED DO NOT
REPRESSURIZE
– TAIL ANTI-ICE NOT AVAILABLE
– FLAPS 35 FOR LDG IF ICE SUSPECTED
– NO AFT/CTR CARGO HEAT
– NO AFT GALLEY VENT
Air system 2 is OFF. This could occur
automatically as a result of a manifold failure
(main manifold, anti-ice manifold, or pack
manifold), or as a result of an airfoil anti-ice
valve open on the ground. It will also occur as a
result of the number 2 engine or APU fire
handle being pulled (air system AUTO only) or
the flight crew manually selecting the air
system OFF.
If the MANF light remains illuminated for an
extended period of time, but the
’AIR MANF__FAIL’ alert is not displayed, the
system is depressurized.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
AIR SYS 3 OFF
MAINT/
SWITCH
Consequences:
– IF MANF FAILED DO NOT
REPRESSURIZE
– WING ANTI-ICE NOT AVAILABLE
– NO FWD CARGO HEAT
Air system 3 is OFF. This could occur
automatically as a result of a manifold failure
(main manifold, anti-ice manifold, or pack
manifold), or as a result of an airfoil anti-ice
valve open on the ground. It will also occur as a
result of the number 3 engine fire handle being
pulled (air system AUTO only) or the flight crew
manually selecting the air system OFF.
If the MANF light remains illuminated for an
extended period of time, but the
’AIR MANF__FAIL’ alert is not displayed, the
system is depressurized.
AIR SYS MANUAL
SWITCH
Consequence: NONE
The air system is in the manual mode.
AIR SYS TEST FAIL
NO T/O
Consequence: NONE
The automatic test of the air system has failed.
A second test may be performed. If alert is
displayed again, call maintenance.
ANTI-SKID FAULT
MAINT
Consequence: NONE
There is a fault in the anti-skid system.
Anti-skid will function normally.
ANTI-SKID OFF
SWITCH
Consequence: NONE
The anti-skid system has been commanded off
via the ANTI-SKID switch.
AOA HEAT__FAIL
(L, R)
MAINT
Consequence: NONE
The respective angle of attack probe heater
has failed.
APU AUTO SHUTDOWN
MAINT
Consequence:
– RESTART FROM APU PANEL ONLY
The APU has automatically shut down. An
attempt may be made to restart the APU from
the APU panel.
APU DOOR DISAG
MAINT
Consequence: NONE
The APU inlet/exhaust door is not in the
commanded position.
APU FAIL
MAINT
Consequence: NONE
The APU has automatically shut down due to a
failure. A restart should not be attempted.
APU FAULT
MAINT
Consequence: NONE
There is a fault in the APU control circuit. APU
operation may not be affected.
APU FSO NOT CLSD
NO T/O
Consequence: NONE
The APU fuel shutoff valve did not close
following a normal or emergency shutdown.
8 JAN 2007
2.8.1
Page 3
FCOM Procedures
2.8.1
Page 4
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
APU FUEL PRES LO
MAINT/
SWITCH
Consequence:
– ALTERNATE FUEL SOURCE MAY BE
REQD
Fuel pressure to the APU may be too low for
APU operation. When the fuel system is in
manual mode, fuel pressure may be supplied
by an alternate source.
APU MAINT DOOR
MAINT
Consequence: NONE
The APU DOOR switch on the upper
maintenance panel is in the OPEN position and
the APU inlet door is open.
APU STARTER FAULT
MAINT
Consequence: NONE
An APU starting system fault exists and the
APU should not be started. If the APU is
already running, operation may be continued.
ATC XPDR__FAIL
(1, 2)
MAINT
Consequence: NONE
The respective Air Traffic Control transponder
has failed. This alert may also appear during
the transponder and TCAS test.
AUTO BRAKE OFF
SWITCH
Consequence: NONE
The AUTO BRAKE Selector is in the OFF
position and the landing gear handle is down.
AUTO SLAT FAIL
NO T/O
Consequence: NONE
The auto slat extension is inoperative.
AUTO TRIM FAIL
NO T/O
Consequence: NONE
The automatic pitch trim is inoperative. Manual
trim is operative.
AUTOPILOT SINGLE
MAINT
Consequence: NONE
Only one autopilot is available.
AUX LWR__PMP OFF
(L, R)
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected low pressure in
the respective pump and turned the pump off.
The rate of fuel transfer from the lower aux
tank will be slower.
Pull associated Fuel Pump Control CB:
AUX TANK L LWR . . . . . . . F23 (Upper main)
AUX TANK R LWR . . . . . . . G23 (Upper main)
AUX LWR__PUMP LO
(L, R)
MAINT
Consequence: NONE
With the fuel system in manual mode, the
respective fuel pump outlet pressure is low and
the pump should be considered inoperative.
The rate of fuel transfer from the lower auxiliary
fuel tank will be slower.
Pull associated Fuel Pump Control CB:
AUX TANK L LWR . . . . . . . F23 (Upper main)
AUX TANK R LWR . . . . . . . G23 (Upper main)
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
AUX LWR PUMPS LO
MAINT
Consequence:
– FUEL IN LWR AUX TANK IS UNUSABLE
Both fuel pumps in the lower auxiliary tank
have low pressure. On fuel page determine
usable fuel in the unaffected aux tank.
AUX TANKS fuel quantity indication shows
sum of upper and lower aux tank quantities;
lower aux tank capacity approx. 5.000 kg,
upper aux tank capacity approx. 40.000 kg.
Pull associated Fuel Pump Control CBs:
AUX TANK L LWR . . . . . . . F23 (Upper main)
AUX TANK R LWR . . . . . . . G23 (Upper main)
AUX UPR__PMP OFF
(L, R)
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected low pressure in
the respective pump and turned the pump off.
The rate of fuel transfer from the upper aux
tank will be slower.
Pull associated Fuel Pump Control CB:
AUX TANK L UPR . . . . . . . F22 (Upper main)
AUX TANK R UPR . . . . . . . E23 (Upper main)
AUX UPR__PUMP LO
(L, R)
MAINT
Consequence: NONE
With the fuel system in manual mode, the
respective fuel pump outlet pressure is low and
the pump should be considered inoperative.
The rate of fuel transfer from the upper
auxiliary fuel tank will be slower.
Pull associated Fuel Pump Control CB:
AUX TANK L UPR . . . . . . . F22 (Upper main)
AUX TANK R UPR . . . . . . . E23 (Upper main)
AUX UPR PUMPS LO
AVNCS EXT ACC DR
8 JAN 2007
Consequence:
– FUEL IN TANK IS UNUSABLE
Both fuel pumps in the upper auxiliary tank
have low pressure. On fuel page determine
usable fuel in the unaffected aux tank.
AUX TANKS fuel quantity indication shows
sum of upper and lower aux tank quantities;
lower aux tank capacity approx. 5.000 kg,
upper aux tank capacity approx. 40.000 kg.
N/A
If quantity is less than 450 kgs:
No crew action required.
MAINT
If quantity is more than 450 kgs:
Pull associated Fuel Pump Control CBs:
AUX TANK L UPR . . . . . . . F22 (Upper main)
AUX TANK R UPR . . . . . . . E23 (Upper main)
MAINT
Consequence: NONE
The external avionics access door is not closed
and latched.
2.8.1
Page 5
FCOM Procedures
2.8.1
Page 6
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
AVNCS FAN OVRD
MAINT/
SWITCH
Consequence: NONE
The avionics exhaust fan is operating in flight.
In normal operation, this fan is off in flight. It is
automatically turned on if the cooling flow goes
below normal or if manually selected ON by the
flight crew.
AVNCS NOSE WHL DR
MAINT
Consequence: NONE
The external avionics nose wheel access door
is not closed and latched.
BALST SW/FMS XCHK
MAINT/
SWITCH
Consequence: NONE
The tail tank ballast switches on the
maintenance panel are not in agreement with
the declared ballast in the FMS.
BAT CHARGER INOP
NO T/O
Consequence: NONE
The battery charger is inoperative. This alert is
inhibited in flight.
BAT CHARGING
NO T/O
Consequence: NONE
The battery is being charged. This alert is
normally displayed for a short time after an
APU start or emergency power test.
BAT DISCHARGING
NO T/O
Consequence:
– LAND AT NEAREST SUITABLE AIRPORT
– BATTERY DIRECT BUS MAY FAIL
Battery direct bus failure is indicated by
removal of the clock on the NDs and amber
boxed battery voltage indication on the ELEC
page. When the battery direct bus fails the
following systems are inoperative:
– Engine and APU fire extinguishing
– EVAC signalling
– Clock display on NDs
– APU starting.
– Auto EMER PWR switching.
BAT LOW
NO T/O
Consequence:
– LAND AT NEAREST SUITABLE AIRPORT
Battery voltage is below 22V for more than
90 sec.
BAT SWITCH OFF
NO T/O/
SWITCH
Consequence: NONE
The BAT switch has been manually selected to
the OFF position.
BLEED AIR__OFF
(1, 2, 3)
MAINT/
SWITCH
Consequence: NONE
Associated engine bleed valve is closed with
associated air system pressurized from
another source.
BLEEDS NOT OFF
SWITCH
Consequence: NONE
This alert appears if a packs off take-off is
selected (packs and anti-ice off) and the bleeds
were not selected OFF prior to advancing the
throttles for take-off.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
BRAKE DIFF TEMP
MAINT
Consequence: NONE
There is a significant difference in the brake
temperatures.
New installed brake units can cause this alert
to be displayed. The break-in period may be up
to 50 landings.
BUS AC 1 OFF
NO T/O
Consequences:
– GPWS INOPERATIVE
– AUTO GROUND SPOILERS INOPERATIVE
AC bus 1 is unpowered or the associated
sensing circuit has failed.
BUS AC 2 OFF
NO T/O
Consequence: NONE
AC bus 2 is unpowered or the associated
sensing circuit has failed.
BUS AC 3 OFF
NO T/O
Consequence:
– AUTO SLAT EXTENSION INOPERATIVE
AC bus 3 is unpowered or the associated
sensing circuit has failed.
BUS AC GND OFF
NO T/O
Consequence: NONE
AC ground service bus is unpowered or the
associated sensing circuit has failed.
BUS DC 1 OFF
NO T/O
Consequences:
– WING ANTI-ICE INOPERATIVE
– ALTITUDE ALERT AURAL WARNING INOP
– HYD 1 PRESSURE INDICATION INVALID
– AUTO GROUND SPOILERS
INOPERATIVE
– ENG 1 REVERSE INOPERATIVE
– ENG 3 REVERSE INOPERATIVE
DC bus 1 is unpowered or the associated
sensing circuit has failed.
BUS DC 2 OFF
NO T/O
Consequences:
– ENG 2 REVERSE INOPERATIVE
– HYD 2 PRESSURE INDICATION INVALID
DC bus 2 is unpowered or the associated
sensing circuit has failed.
BUS DC 3 OFF
NO T/O
Consequences:
– TAIL ANTI-ICE INOPERATIVE
– AUTO SLAT EXTENSION INOPERATIVE
– HYD 3 PRESSURE INDICATION INVALID
– CABIN ALT ALERT & AURAL WARNING
INOP
– LANDING GEAR AURAL WARNING INOP
– AUTO BRAKES INOPERATIVE
DC bus 3 is unpowered or the associated
sensing circuit has failed.
BUS DC CABIN OFF
NO T/O
Consequence: NONE
DC cabin bus is unpowered or the associated
sensing circuit has failed.
8 JAN 2007
2.8.1
Page 7
FCOM Procedures
2.8.1
Page 8
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
BUS DC GND OFF
NO T/O
Consequence: NONE
DC ground service bus is unpowered or the
associated sensing circuit has failed.
BUS R EMER AC OFF
NO T/O
Consequence: NONE
Right emergency AC bus is unpowered or the
associated sensing circuit has failed.
BUS R EMER DC OFF
NO T/O
Consequence: NONE
Right emergency DC bus is unpowered or the
associated sensing circuit has failed.
CAB DOOR OVWING__
(L, R)
MAINT/
SWITCH
Consequence: NONE
The respective main cabin passenger door is
not closed and armed. Direct cabin crew to
verify affected door is in automatic.
CAB PRES SYS MAN
SWITCH
Consequence:
– MAX CABIN DP FOR LANDING 0.5 PSI
The cabin pressurization system is in manual
mode. Refer to Supplemental Procedures Air -Cabin Pressurization Manual Operation.
CABIN BUS SW OFF
SWITCH
Consequence: NONE
The CAB BUS switch has been manually
selected OFF. This removes power from the
cabin buses.
CABIN DOOR ___
(AFT L, AFT R, FWD L, FWD R,
MID L, MID R)
MAINT/
SWITCH
Consequence: NONE
The respective main cabin passenger door is
not closed and armed. Direct cabin crew to
verify affected door is in automatic.
CABIN INFLO LO
N/A
Consequence:
– MONITOR CABIN ALTITUDE
Cabin altitude is climbing, outflow valve is
closed and one or more packs are commanded
ON. If air system select switch is in AUTO, the
avionics exhaust fan will revert to override and
remain in override until aircraft is on the
ground. Flight conditions permitting, increase
thrust until alert is removed.
CABIN PRES RELIEF
MAINT
Consequence:
– MAINTAIN DP < 9.1 PSI
– USE MANUAL SYSTEM ONLY IF
REQUIRED
Cabin differential pressure has exceeded
8.76 psi and pressure relief valve(s) is (are)
open.
CABIN RATE
N/A
Consequence: NONE
The cabin rate of climb or descent exceeds
limits (approximately 1500 fpm climb or
750 fpm descent).
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
CAC AIR FLO OFF
MAINT
Consequence:
– POSSIBLE AVIONICS FAILURE ON GND
All center accessory compartment fans are
inoperative.
CAC DOOR
MAINT
Consequence: NONE
The center accessory compartment external
access door is not closed and latched.
CAC MANF DECAY CK
N/A
Consequence: NONE
A manifold failure condition has been detected
in the center accessory compartment and a
decay check is being performed to isolate the
affected air system. This alert will be displayed
for the duration of the check.
CARGO FIRE AGT LO
MAINT
Consequence: NONE
The pressure in one or more of the cargo fire
agent bottles is low.
CARGO FLO AFT OFF
SWITCH
Consequence: NONE
The CARGO FIRE AFT FLOW switch has been
manually selected OFF.
CARGO FLO FWD OFF
SWITCH
Consequence: NONE
The CARGO FIRE FWD FLOW switch has
been manually selected OFF.
CAWS FAULT
MAINT
Consequence: NONE
Some functions of the Central Aural Warning
System may be inoperative.
CG DISAG
SWITCH
Consequence: NONE
There is a disagreement between the aircraft
center of gravity (CG) displayed on the system
display and the CG entered in the Flight
Management System. Confirm fuel load and
entered data.
COLD FUEL RECIRC
N/A
Consequence: NONE
The Fuel System Controller is automatically
circulating fuel in tanks 1 and 3 and/or the tail
tank to increase the fuel temperature. If the fuel
temperature continues to drop to within 3_C of
the freezing point, the ’FUEL TEMP LO’ alert
will be displayed.
CPC FAULT
MAINT
Consequence: NONE
One of the two Cabin Pressure Controllers is
inoperative.
CREW REST OPEN
SWITCH/
MAINT
Consequence: NONE
The expandable crew rest is not properly
stowed and latched. This alert is not displayed
when the aircraft is above 17,750 ft.
8 JAN 2007
2.8.1
Page 9
FCOM Procedures
2.8.1
Page 10
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
CRG DOOR TST FAIL
MAINT
Consequence: NONE
The cargo door test has failed. A manual test
must be performed. Refer to Procedures &
Techniques -- Ground Operation -- ENGINE
START PROCEDURE.
CRG DR__DISAG
(FWD, AFT, CTR)
MAINT
Consequence: NONE
A disagree condition exists between system A
and B of the respective cargo door warning
system.
CRG FIRE TST FAIL
MAINT
Consequence: NONE
The cargo fire test has failed. A manual test
must be performed. Refer to Normal
Procedures -- Expanded Procedures -CAPTAIN’S COCKPIT PREPARATION
PROCEDURE.
CRG FLO AFT DISAG
MAINT
Consequence: NONE
The aft cargo compartment ventilation flow is in
disagreement with the commanded position of
the switch on the cargo fire panel.
CRG FLO FWD DISAG
MAINT
Consequence: NONE
The forward cargo compartment ventilation
flow is in disagreement with the commanded
position of the switch on the cargo fire panel.
CRG TEMP CTL OFF
SWITCH
Consequence: NONE
One or more of the cargo temperature control
selectors are in the OFF position. If the cargo
temperature control was turned off in response
to a “SEL__TEMP OFF” alert, one attempt may
be made to restore the system after the cargo
temperature returns to normal.
DC TIE__OFF
(1, 3)
NO T/O/
SWITCH
Consequence: NONE
The respective DC tie relay has been manually
selected OFF by the flight crew or
automatically selected OFF by the electrical
system due to a fault.
DEU OP DISAG
NO T/O
Consequence: NONE
The option codes which determine the DEU
configuration are different between operative
DEUs.
DEU__OP DISAG
(1, 2, AUX)
NO T/O
Consequence: NONE
The option code in the respective DEU, which
determines the DEU configuration, is different
from the other two DEUs.
DEU P/N DISAG
NO T/O
Consequence: NONE
The part numbers which determine the DEU
configuration are different between operative
DEUs.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
DEU__P/N DISAG
(1, 2, AUX)
NO T/O
Consequence: NONE
The part numbers in the respective DEU, which
determines the DEU configuration, is different
from the other two DEUs.
DFDAU FAULT
MAINT
Consequence: NONE
Some or all DFDR parameters are not being
recorded.
DFDR OFF
MAINT/
N/A
Consequence: NONE
The flight data recorder is not operating.
On the ground the DFDR requires engines
operating and parking brakes released to
operate.
DISARM SPOILERS
SWITCH
Consequence: NONE
Auto spoilers are inoperative. Select spoilers to
the GROUND SPOILER position during
rejected take-off and landing.
NOTE:
–
–
–
–
DISCH CARGO AGENT
MAINT
Consequence: NONE
Approximately 90 minutes have elapsed since
the first cargo fire agent was discharged. The
flashing CARGO FIRE AGENT DISCH switch
should be pushed. If “CRG FIRE LWR__” alert
was not displayed, discharging the
extinguishing agent may cause the “CRG FIRE
LWR__” alert to display for a few seconds.
NOTE:
–
–
DOOR OPEN
8 JAN 2007
N/A
Spoilers can only be manually
deployed if the nose gear is on the
ground.
Spoilers have to be deployed to
enable autobrake operation.
Reference Calculated Landing
Distances already cover delayed
spoilers extension. Therefore no
correction to the calculated
landing distance is required.
No pitch up tendency present
after main gear touch down.
Normal discharge time prior to
LOW light illumination is 30
seconds for bottle 1 and 15
seconds for bottle 2.
“CARGO FIRE AGT LO” alert is
displayed together with LOW light
illumination.
Consequence: NONE
One or more aircraft cabin doors are not closed
and armed, or one or more cargo or external
access doors including the tail cone/number 2
engine service platform (patio) doors are not
closed and latched.
2.8.1
Page 11
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
ECON OFF
SWITCH
Consequence: NONE
The ECON switch has been selected OFF. The
packs command maximum available flow and
the cabin recirculation fans will not operate.
ELEC SYS MANUAL
SWITCH
Consequence: NONE
The electrical system is in manual mode.
ELEV FEEL MANUAL
SWITCH
Consequence: NONE
The ELEV FEEL (elevator load feel) selector is
out of the AUTO position.
EMER LT BAT__LO
(1, 2, 3, 4, 5, 6)
NO T/O
Consequence: NONE
This alert is displayed during the emergency
lights test when one or more of the emergency
lights battery voltages is low.
EMER LTS DISARM
SWITCH
Consequence: NONE
The EMER LT Switch is not in the ARM
position. This alert is displayed if the switch is
in OFF or ON position.
EMER PWR ON
NO T/O/
SWITCH
Consequence: NONE
The emergency electrical power has been
automatically or manually selected ON.
NOTE:
2.8.1
Page 12
If after automatic emergency power
activation normal power is restored,
the selector has to be cycled to OFF
and then back to ARM to allow the left
emergency buses to be powered by
the AC generator bus. If this is not
done, the left emergency buses
remain powered by the main battery.
EMER PWR SW OFF
SWITCH
Consequence: NONE
The EMER PWR selector has been selected
OFF.
EMER PWR TST FAIL
NO T/O
Consequence: NONE
The emergency electrical power preflight test
has failed. (Aircraft battery must be sufficiently
charged for a successful test.)
ENG__A-ICE DISAG
(1, 2, 3)
MAINT
Consequence:
– MAY HAVE TO DEPART ICING AREA
The affected engine cowl anti-ice valve is in
disagreement with the commanded position.
If ENG 1 (2) (3) ANTI-ICE ON light is on, avoid
icing conditions.
ENG__FADEC ALTN
(1, 2, 3)
SWITCH
Consequence: NONE
The respective ENG FADEC MODE switch is in
the ALTN position, or the throttle has been
pushed through the overboost bar. The FADEC
is operating in a degraded mode and care
should be taken to avoid exceeding thrust
limits.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
ENG__FADEC FAULT
(1, 2, 3)
MAINT
Consequence: NONE
The FADEC has detected an internal fault or
loss of redundancy. Engine operation is not
affected.
ENG__FADEC MAINT
(1, 2, 3)
NO T/O
Consequence: NONE
The FADEC has detected an engine fault or
combination of faults that could affect engine
operation.
ENG__FSO CLOSED (1, 3)
NO T/O
Consequence: NONE
The respective engine fire fuel shutoff valve is
closed (fuel off) with the engine fire handle in
the NORM (up) position.
ENG__FSO NOT CLSD
(1, 3)
NO T/O
Consequence: NONE
The respective engine fire fuel shutoff valve is
not closed with the engine fire handle in the
FUEL & HYD OFF (down) position.
ENG__FUEL FILTER
(1, 2, 3)
NO T/O
Consequence: NONE
The respective engine fuel filter is clogged and
engine fuel may be bypassing the filter. If this
alert condition occurs when the aircraft is in
flight, monitor engine operation. In the event
more than one ’ENG__FUEL FILTER’ alert is
displayed, sufficient cause exists to suspect
contaminated fuel and a landing should be
made at the nearest suitable airport.
ENG__SUCT FEED
(1, 3)
NO T/O
Consequence: NONE
The respective engine is on suction feed only.
This alert will only appear with the fuel system
in AUTO, when all boost pumps and
crossfeeds for that engine are off. Monitor
engine operation.
With the aft boost pump inoperative, under
certain conditions the forward pumps in tanks 1
or 3 should not be operated alone. Under these
conditions the FSC shall support engine
operation by allowing the engine to suction
feed fuel from its respective wing tank by
closing the associated crossfeed valve and
turning off the boost pumps in the associated
tank. This is considered normal system
behavior.
ENG 2 A-ICE DUCT
MAINT
Consequence: NONE
This alert indicates a leak in the number 2
engine anti-ice duct. A secondary shroud
allows continued use of ice protection.
KCA -- KCD
8 JAN 2007
2.8.1
Page 13
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
ENG 2 A-ICE OFF
NO T/O
Consequence:
– DEPART ICING AREA
– ENGINE 2 A-ICE DUCT HAS FAILED
A leak in the engine 2 anti-ice duct was
detected and the engine anti-ice valve
automatically closed and latched. If ENG 2
ANTI-ICE switch is selected OFF, ’ICE
DETECTED’ alert will be displayed until clear
of icing.
NO T/O
Consequence: NONE
The engine 2 anti-ice duct test has failed.
ENG FIRE AGENT LO
NO T/O
Consequence: NONE
One or more of the engine fire extinguisher
containers has low pressure. Observing the
overhead panel AGT LOW Lights will indicate
the affected container.
ENG IGN NOT ARMED
NO T/O
SWITCH
Consequence:
– SELECT IGNITION AS REQUIRED
The automatic ignition is not armed. IGN A or B
has been deselected due to power interruption
or deselected by the crew. Select IGN A or B as
required.
ENGINE__VIB HI
(1, 2, 3)
MAINT
Consequence: NONE
Engine vibration exceeds 4.0 units. Other
engine parameters should be monitored, but
no action is required if other engine parameters
are normal.
ENGINE IGN MANUAL
MAINT
Consequence:
– USE MANUAL IGNITION PROCEDURES
Automatic control of the engine ignition system
is inoperative. Manual operation of ignition is
required.
Refer to Supplemental Procedures -- ENG/APU
-- Manual Engine Ignition Operation.
EPGS FAULT
MAINT
Consequence: NONE
A fault exists in the SMOKE ELEC/AIR selector
circuit, an APU generator failure exists, or a
generator (engine or APU) auto reset has been
used.
FADEC__B/U PWR
(1, 2, 3)
NO T/O
Consequence: NONE
The respective FADEC is operating on backup
aircraft power. In flight, engine operation is
unaffected.
KCE & on
ENG DUCT TST FAIL
KCE & on
2.8.1
Page 14
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
FADEC GND PWR ON
SWITCH
Consequence: NONE
One or more of the FADEC GND PWR switchs
on the maintenance panel are on.
The switches should be selected OFF prior to
engine start.
FD G/A ONLY
N/A
Consequence: NONE
The go-around mode of the autopilot is not
available.
FIRE DET__FAIL
(1, 2, 3)
NO T/O
Consequence: NONE
Both loops of the respective engine fire
detector system have failed. Fire detection is
inoperative.
FIRE DET__FAULT
(1, 2, 3)
MAINT
Consequence: NONE
One of the two fire detector loops on the
respective engine is inoperative. Fire detection
capability is not affected.
FIRE DET APU FAIL
MAINT
Consequence: NONE
Both loops of the APU fire detector system
have failed. Fire detection is inoperative.
FIREDET APU FAULT
MAINT
Consequence: NONE
One of the two fire detector loops on the APU
is inoperative. Fire detection capability is not
affected.
FLAP LIMIT DISAG
MAINT
Consequence:
– FLAP EXTENSION MAY BE LIMITED
With the FLAP LIM selector in either override
position, the flap limit actuator did not attain the
override position within 20 seconds. The other
flap limit override position should be selected.
FLAP LIMIT OVRD
SWITCH
Consequence: NONE
The FLAP LIMIT selector is out of AUTO
position.
FMS DUMP DISABLED
N/A
Consequence:
– DUMPING TO LOW LEVEL SHUTOFF
Fuel dump termination at the FMS dump to
gross weight value is disabled.
FSC CONFIG
NO T/O
Consequence: NONE
The FSC and DEU are not in agreement on the
aircraft fuel system configuration.
FSC FAULT
MAINT
Consequence: NONE
The Fuel System Controller has detected an
internal fault. The fuel system will continue to
operate in auto mode.
FSC MODE FAULT
NO T/O
Consequence: NONE
The Fuel System Controller has detected an
operating mode or mode selection
(AUTO/MANUAL) disagreement between
processors.
8 JAN 2007
2.8.1
Page 15
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
FUEL CONTAMINATED
NO T/O
Consequence:
– LAND AT NEAREST SUITABLE AIRPORT
Two or more fuel filters are clogged; fuel may
be contaminated.
FUEL DUMP ON
SWITCH
Consequence: NONE
The fuel DUMP switch is in the ON position.
FUEL LRU INOP
N/A
Consequence: NONE
Maintenance has taken action to declare a fuel
system component inoperative. The Fuel
System Controller will reconfigure around the
inoperative component in auto mode.
FUEL MANF DRAIN
NO T/O/
SWITCH
Consequence:
– DO NOT USE FUEL XFEED MANIFOLD
Fuel manifold drain has been commanded,
either automatically by the Fuel System
Controller, or manually by the crew pushing the
MANF DRAIN switch.
FUEL QTY 2 DISAG
MAINT
Consequence: NONE
There is a discrepancy in the tank 2 fuel
quantity indication. This alert is displayed if the
fuel quantity measurement disagrees with the
position of the 10.000 pound float in the tank
(appr. 4500 kg).
NOTE:
2.8.1
Page 16
If aircraft attitude is not wings level, it
may be that the float is only activated
at a fuel quantity of up to 7000 kg.
Verify correct main tank 2 fuel
quantity indication. Alert will be
removed during taxi-out.
FUEL QTY TST FAIL
MAINT
Consequence: NONE
The fuel quantity system test has failed.
FUEL SYS MANUAL
SWITCH
Consequence: NONE
The fuel system is in manual mode.
FUEL SYS TST FAIL
NO T/O
Consequence: NONE
The automatic fuel system preflight test has
failed.
FUEL TEMP FAIL
MAINT
Consequence: NONE
The wing or tail fuel tank temperature sensor is
inoperative.
FUEL TEMP LO
NO T/O
Consequence:
– DESCEND TO WARMER ALTITUDE
The fuel temperature in tank 3 or the tail tank is
within 3_C of the fuel freezing point.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
FUEL VALVE FAULT
MAINT
Consequence: NONE
Either the tail fill isolation valve, the aux fill
isolation valve, or the left or right outboard
fill/manifold drain valve is inoperative. The Fuel
System Controller may be operated in auto
mode; however, tail fuel management may be
affected.
FUEL XFEED__DISAG
(1, 2, 3)
MAINT
Consequence: NONE
The respective fuel crossfeed valve is failed
open or closed.
GALLEY BUS OFF
MAINT/
SWITCH
Consequence: NONE
One or more galley buses are not powered.
To select galley bus power, the electrical
system must be in manual mode.
GEN APU OFF
MAINT
Consequence: NONE
The APU generator has been automatically
turned OFF by the electrical system due to a
fault, or the APU FIRE Handle has been pulled.
GEN DRIVE DISC
MAINT/
SWITCH
Consequence: NONE
One or more of the IDGs have been
disconnected.
GEN__OFF
(1, 2, 3)
MAINT/
SWITCH
Consequence: NONE
The respective generator is OFF. In auto mode,
a protective trip and one auto reset attempt has
occurred, or the generator has been
commanded on but the generator relay has not
closed or the generator is failed. In manual
mode, the respective generator has been
turned OFF by the flight crew.
GPWS FAIL
MAINT
Consequence: NONE
GPWS has failed. This alert normally appears
during the GPWS test (not for EGPWS aircraft)
or if the DITCHING switch is selected ON.
If EGPWS is installed, it indicates the ground
proximity and terrain awareness functions have
failed.
GPWS FAULT
MAINT
Consequence: NONE
Applies only if EGPWS is installed.
One or more of the GPWS modes (except
terrain awareness) are inoperative. Also
displayed during GPWS test.
HYD 3 ELEV OFF
NO T/O
Consequence:
– 3-2 NRMP INOPERATIVE
The elevator shutoff valve in hydraulic
system 3 is closed. Hydraulic system 3
pressure is not powering the elevators.
8 JAN 2007
2.8.1
Page 17
FCOM Procedures
2.8.1
Page 18
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
HYD LRU INOP
N/A
Consequence: NONE
Maintenance has taken action to declare a
hydraulic system component inoperative.
The Hydraulic System Controller will
reconfigure around the inoperative component
in auto mode.
HYD__OFF
(1, 2, 3)
NO T/O
Consequences:
– HYD SYS MAY BE USED FOR APPR &
LDG
– AP 1 PITCH TRIM INOP, USE AP2
(sys 3 only)
The respective hydraulic system has been
depressurized. In auto, the Hydraulic System
Controller will attempt to restore the system
when the flaps, slats or gear are extended. If
system does not repressurize for approach and
landing, level 2 alert “HYD__FAIL” will be
displayed.
If “HYD 1 OFF” alert is displayed, use AP 1
If “HYD 2 OFF” alert is displayed, use AP 2
If “HYD 3 OFF” is displayed, AP 1 stabilizer
trim rate is reduced, use AP 2.
HYD__PRES LO
(1, 2, 3)
NO T/O
Consequence: NONE
The pressure in the respective hydraulic
system is less than 2400 psi with the Hydraulic
System Controller in auto mode. The Hydraulic
System Controller will depressurize the
affected system when the aircraft is in clean
configuration or above 17.750ft. If system does
not repressurize for approach and landing,
level 2 alert “HYD__FAIL” will be displayed.
HYD PRES TST FAIL
NO T/O
Consequence: NONE
The hydraulic pressure test has failed.
A second test may be performed.
If alert is displayed again, call maintenance.
HYD PUMP__<2,800
(1L, 1R, 2L, 2R, 3L, 3R)
MAINT
Consequence: NONE
The respective hydraulic pump pressure is less
than 2,800 psi during the engine-driven pump
preflight test. The test is accomplished by the
Hydraulic System Controller during each
engine start. This alert will be displayed in
conjunction with a “HYD PUMP TST FAIL”
alert.
HYD PUMP__FAULT
(1L, 1R, 2L, 2R, 3L, 3R)
MAINT /
SWITCH
Consequence: NONE
The respective engine-driven hydraulic pump
pressure or temperature is out of limits. The
HSC will turn off the affected pump when the
aircraft is in cruise.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
HYD PUMP__OFF
(1L, 1R, 2L, 2R, 3L, 3R)
MAINT/
SWITCH
Consequence: NONE
The respective engine-driven hydraulic pump
is OFF.
HYD PUMP TST FAIL
NO T/O
Consequence: NONE
The engine-driven hydraulic pump preflight
pressure test has failed. Perform the manual
pump test in HYD MANUAL box of the Before
Taxi checklist. Operate the hydraulic system in
AUTO if the manual pump test passes.
HYD__QTY LO
(1, 2, 3)
NO T/O
Consequence: NONE
The respective hydraulic system fluid quantity
is low. This alert is displayed if the quantity is
less than 4.75 gallons (systems 1 and 2) or 6.0
gallons (system 3) on the ground prior to
engine start, or less than 2.5 gallons after
engine start.
HYD__RMP DISAG
(1-3, 2-3)
NO T/O
Consequence: NONE
The respective hydraulic reversible motor
pump valve is not in the commanded position.
HYD SYS MANUAL
SWITCH
Consequence: NONE
The Hydraulic System Controller is in manual
mode.
HYD SYS 3 ISOL
NO T/O
Consequence: NONE
The flight control bypass valve is closed.
Hydraulic system 3 pressure is not available to
the flight controls.
HYD__TEMP HI
(1, 2, 3)
NO T/O
Consequence: NONE
The temperature in the respective hydraulic
system reservoir has exceeded 100°C.
ICE DETECTED
SWITCH
Consequence: NONE
This alert is displayed if the anti-ice system is
operating in the manual mode. The ice detector
system has detected ice formation. Engine and
airfoil anti-ice should be selected ON.
NOTE:
ICE DETECTED
8 JAN 2007
MAINT
Applicable when operating in the
manual mode. See below when
operating in the automatic mode.
Consequences:
– A-ICE SYSTEM INOPERATIVE
– DEPART ICING AREA
This alert is displayed if the anti-ice system is
operating in the automatic mode. The alert
indicates ice has been detected but the anti-ice
is not on. The anti-ice system should be
considered inoperative.
2.8.1
Page 19
FCOM Procedures
2.8.1
Page 20
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
ICE DETECTOR FAIL
MAINT
Consequence:
– USE VISUAL CUES FOR ICE
CONDITIONS
Both channels of the dual ice detector system
are inoperative. Automatic anti-ice is
inoperative. The crew is required to use visual
means of detecting ice.
ICE DET SINGLE
MAINT
Consequence:
– USE VISUAL CUES FOR ICE
CONDITIONS
One channel of the dual ice detection system is
inoperative. The ice detector system is no
longer the primary means of ice detection, and
the flight crew is responsible for determining
icing conditions.
IRU BAT LO
MAINT
Consequence: NONE
One or more of the Inertial Reference Unit
backup batteries is not fully charged.
IRU__NAV FAIL
(1, 2, AUX)
MAINT
Consequence:
– ATTITUDE DATA REMAINS USABLE
The navigation function of the respective
Inertial Reference Unit has failed.
If IRU 1 NAV FAIL alert is displayed, select IRS
AUX on captain’s side.
If IRU 2 NAV FAIL alert is displayed, select IRS
AUX on F/O’s side.
IRU__NO ALIGN
(1, 2, AUX)
MAINT/
SWITCH
Consequence: NONE
The respective Inertial Reference Unit did not
align. The crew should confirm present position
coordinates are entered.
IRU OFF
SWITCH
Consequence: NONE
One or more of the Inertial Reference Unit
mode selectors are OFF in flight.
IRU__ON BAT
(1, 2, AUX)
MAINT/
N/A
Consequence: NONE
The respective Inertial Reference Unit is
operating on backup battery power. The battery
will provide approximately 15 minutes of
power.
LDG ALTITUDE MAN
SWITCH
Consequence: NONE
The landing field elevation may be set by
turning the MANUAL LDG ALT knob on the
cabin pressure control panel. Automatic
operation may be restored by selecting the
cabin pressure controller to MANUAL and back
to AUTO.
LSAS ALL OFF
SWITCH
Consequence:
– AUTOPILOT NOT AVAILABLE
All four LSAS switches are OFF.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
LSAS__OFF
(L INBD, L OUTBD
R INBD, R OUTBD)
SWITCH
Consequence: NONE
The respective LSAS switch is OFF.
LWR CARGO TEMP LO
N/A
Consequence: NONE
The lower cargo compartment temperature is
low. This alert is inhibited until 30 minutes after
takeoff.
MANUAL G/A ONLY
MAINT
Consequence: NONE
Autopilot and flight director go-around modes
are not available.
NO AUTOLAND
MAINT
Consequence: NONE
The autoland mode is not available.
NO ICE DETECTED
SWITCH
Consequence: NONE
The ice detector system indicates icing
conditions do not exist. Anti-ice systems may
be selected off.
OPEN OUTFLO VALVE
MAINT
Consequence:
– CABIN PRESSURIZED
– CABIN DOORS MAY NOT OPEN
Cabin pressure exceeds allowable limits to
open cabin doors while aircraft is on the
ground.
PACK__FLO DISAG
(1, 2, 3)
MAINT
Consequence: NONE
The respective airconditioning pack flow is in
disagreement with the commanded position.
PACKS NOT OFF
SWITCH
Consequence: NONE
During a packs off (bleeds on) takeoff, one or
more packs are not off. The crew should select
all packs OFF.
PACK__OFF
(1, 2, 3)
MAINT/
SWITCH
Consequence: NONE
The respective airconditioning pack is OFF,
either selected manually by the crew, or
automatically by the Environmental System
Controller due to a fault or configuration
requirement.
PAX AIR FLO LO
N/A
Consequence: NONE
The cabin air inflow from the airconditioning
packs is below desired limit based on the
number of passengers. This alert is only
displayed in flight and only if all packs are
operating.
8 JAN 2007
NOTE:
If L INBD LSAS channel is OFF,
autopilot 1 is not available.
If R INBD LSAS channel is OFF,
autopilot 2 is not available.
For approach minimums, refer to
LIMITATIONS, Flight Guidance -Landing Weather Minima Due to
Inoperative Equipment.
2.8.1
Page 21
FCOM Procedures
2.8.1
Page 22
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
PITOT HEAT AUX
NO T/O
Consequence:
– STBY AIRSPEED MAY BE UNRELIABLE
The aux pitot tube heater is inoperative.
PITOT HEAT
(CAPT, F/O)
NO T/O
Consequence:
– SELECT ALTERNATE CADC
The Captain’s or First Officer’s pitot tube
heater is inoperative. On SISP, select alternate
CADC for affected side.
PITOT HEAT OFF
MAINT
Consequence: NONE
The PITOT HEAT switch on the upper
maintenance panel is in the OVRD OFF position.
RETRACT SPD BRK
SWITCH
Consequence: NONE
Speedbrakes and flaps are extended in flight.
REV__FAULT
(1, 2, 3)
MAINT
Consequence: NONE
The respective thrust reverser pressure
indication system has failed.
REV__PRESS FAULT
(1, 2, 3)
NO T/O
Consequence: NONE
Either the thrust reverser system is
pressurized, or a pressure switch has failed in
the closed position.
ROLL CWS FAIL
MAINT
Consequence: NONE
Roll Control Wheel Steering is inoperative.
RUDDER BOTH INOP
NO T/O
Consequences:
– AILERON/THRUST FOR YAW CONTROL
– NO GO-AROUND WITH WING ENG INOP
There is no hydraulic power available to the
rudders.
RUDDER LWR INOP
NO T/O
Consequences:
– VMCA 180 KIAS
– CROSSWIND LIMIT REDUCED
There is no hydraulic power available to the
lower rudder. Recommended maximum
crosswind 12 kt.
RUDDER UPR INOP
NO T/O
Consequences:
– VMCA 160 KIAS
– CROSSWIND LIMIT REDUCED
There is no hydraulic power available to the
upper rudder. Recommended maximum
crosswind 12 kt.
RUD STBY LWR OFF
NO T/O
Consequence: NONE
The 3-2 non-reversible motor pump is
inoperative. Standby hydraulic power to the
lower rudder is not available.
RUD STBY UPR OFF
NO T/O
Consequence: NONE
The 2-1 non-reversible motor pump is
inoperative. Standby hydraulic power to the
upper rudder and stabilizer trim motor is not
available.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
SEL AIR SYS MAN
MAINT
Consequence:
– USE MANUAL SYSTEM PROCEDURES
The AIR system has reverted to manual mode.
The SELECT/MANUAL switch should be
pushed to lock the AIR system in the manual
mode. This alert will then be replaced by ’AIR
SYS MANUAL’ alert.
NOTE:
Anti-ice system also reverts to the
manual mode. Refer to Supplemental
Procedures -- Air -- Anti-ice Control
Manual Procedure in.
SEL APU AIR OFF
SWITCH
Consequence:
– USE ENG AIR
AIR APU switch is selected ON and cabin is
pressurized.
SEL CAB PRES MAN
MAINT
Consequence:
– USE MANUAL SYSTEM PROCEDURES
The cabin pressure system has reverted to
manual mode. The SELECT/MANUAL switch
should be pushed to lock the cabin pressure
control system in manual mode. This alert will
then be replaced by “CAB PRES SYS MAN”
alert.
SEL ELEC SYS MAN
MAINT
Consequence: NONE
The electrical system has reverted to manual
mode. The SELECT/MANUAL switch should be
pushed to lock the electrical system in manual
mode. This alert will then be replaced by ’ELEC
SYS MAN’ alert.
SEL ELEV FEEL LO
SWITCH
Consequence: NONE
IAS is less than 200 knots and ELF speed
indicator is more than 200 knots with the ELF
selector in MANUAL position. Adjust ELF
speed indicator to 120 kt.
SEL FUEL SYS MAN
MAINT
Consequence:
– USE MANUAL SYSTEM PROCEDURES
The fuel system has reverted to manual mode.
The SELECT/MANUAL switch should be
pushed to lock the fuel system in manual
mode. This alert will then be replaced by
“FUEL SYS MAN” alert.
SEL HYD PMP__OFF
(1L, 1R, 2L, 2R, 3L, 3R)
NO T/O
Consequence:
– HYD PUMP FAULT
The respective pump pressure is low or the
temperature is high. If the cause was high
temperature, the associated FAULT light will
remain illuminated as long as temperature is high.
8 JAN 2007
2.8.1
Page 23
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
SEL HYD SYS MAN
MAINT
Consequence:
– USE MANUAL SYSTEM PROCEDURES
The hydraulic system has reverted to manual
mode. The SELECT/MANUAL switch should be
pushed to lock the hydraulic system in manual
mode. This alert will then be replaced by “HYD
SYS MAN” alert.
During climb and cruise select RMPs off
SEL LSAS__OFF
(LOB, ROB, LIB, RIB)
MAINT
Consequence:
– LSAS CHAN FAILED
The respective LSAS channel has failed.
NOTE:
–
–
SEL PACK__OFF
(1, 2, 3)
MAINT
Consequence:
– PACK OVERHEATING
The respective pack discharge temperature
has exceeded its limits.
SEL__TEMP OFF
(AFT, FWD)
MAINT
Consequence:
– LOWER CARGO TEMP HI
Temperature in the respective lower cargo
compartment exceeds limits. When the
associated cargo temperature returns to
normal, one attempt may be made to restore
the system.
NOTE:
–
–
SEL YAW__OFF
(UPR A, UPR B, LWR A, LWR B)
MAINT
No selector is installed for the
center cargo compartment.
Select AFT CARGO TEMP
selector to OFF for center cargo
compartment high temperature
condition.
Indication of 72°C indicates the
associated temperature sensor is
not valid.
Consequence:
– YAW DAMP CHAN FAILED
The respective yaw damper channel has failed.
NOTE:
–
–
2.8.1
Page 24
With LEFT INB LSAS channel
OFF, AP 1 is not available.
With RIGHT INB LSAS channel
OFF, AP 2 is not available.
With both UPR YAW DAMP
channels OFF, AP 2 is only
available in cruise.
With both LWR YAW DAMP
channels OFF, AP 1 is only
available in cruise.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
SET LDG ALTITUDE
MAINT
Consequence: NONE
The cabin pressure controller is not receiving
landing field elevation data from the FMS. The
landing field elevation should be set manually.
Automatic operation may be restored by
selecting the Cabin Pressure Controller to
MANUAL and back to AUTO.
NOTE:
LDG ALTITUDE MAN alert will
replace SET LDG ALTITUDE alert if
setting knob is rotated more than
120°.
SINGLE LAND
MAINT
Consequence: NONE
The autoland availability is reduced from DUAL
LAND to SINGLE LAND.
SLAT STOW
NO T/O /
SWITCH
Consequence: NONE
The SLAT STOW switch is activated.
SLATS INHIBITED
NO T/O
Consequence: NONE
The SLAT MACH INHIBIT relay is preventing
slats from extending.
SMOKE SWITCH IN USE
SWITCH
Consequence: NONE
The SMOKE ELEC/AIR selector on the
electrical panel is out of the NORM position.
STALL WARN FAIL
NO T/O
Consequence: NONE
The stall warning function of both FCCs is
inoperative.
START AIR PRES LO
N/A
Consequence: NONE
Air pressure is low and may cause an abnormal
engine start. Check packs are off and
associated ISOL(s) are on.
TAIL ALT PUMP LO
MAINT
Consequence: NONE
The tail tank ALT PUMP pressure is low.
Additional pumps should be turned on to
prevent a possible engine 2 flameout.
Pull associated Fuel Pump Control CB:
TAIL TANK ALTN . . . . . . . . G18 (Overhead)
TAIL ALT PUMP OFF
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected low pressure
from the tail ALT PUMP and turned the pump
off. If there is fuel in the tail tank, it may be
trapped.
If the alert is displayed during the automatic
pump test performed by the FSC during cruise,
tail fuel quantity is limited to approx. 2000 kg.
Pull associated Fuel Pump Control CB:
TAIL TANK ALTN . . . . . . . . G18 (Overhead)
8 JAN 2007
2.8.1
Page 25
FCOM Procedures
2.8.1
Page 26
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
TAIL FUEL FWD
MAINT
Consequence:
– CRUISE PERFORMANCE MAY BE
AFFECTED
Due to a component failure, loss of data or tail
temperature within 3 degrees of fuel freeze
temperature, tail fuel management has been
terminated. The Fuel System Controller will
transfer all fuel out of the tail tank. Refer to
Supplemental Procedures -- Fuel -- TAIL FUEL
FWD.
TAIL__PUMP LO
(L, R)
MAINT
Consequence: NONE
The respective tail tank fuel transfer pump
pressure is low. The rate of fuel transfer from
the tail tank will be slower.
Pull associated Fuel Pump Control CB:
AUX TANK TAIL L XFR . . E22 (Upper main)
AUX TANK TAIL R XFR . . F21 (Upper main)
TAIL__PUMP OFF
(L, R)
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected a fault in the
respective tail tank transfer pump and turned
the pump off.
Pull associated Fuel Pump Control CB:
AUX TANK TAIL L XFR . . E22 (Upper main)
AUX TANK TAIL R XFR . . F21 (Upper main)
TANK__PUMPS LO
(1, 2, 3)
NO T/O
Consequence: NONE
All the boost pumps in the respective main fuel
tank have low pressure.
Pull associated Fuel Pump Control CBs:
TANK 1 AFT . . . . . . . . . . . . G24 (Upper main)
TANK 1 FWD . . . . . . . . . . . E24 (Upper main)
TANK 2 L AFT . . . . . . . . . . G17 (Overhead)
TANK 2 R AFT . . . . . . . . . . F25 (Upper main)
TANK 2 FWD . . . . . . . . . . . E25 (Upper main)
TANK 3 AFT . . . . . . . . . . . . F26 (Upper main)
TANK 3 FWD . . . . . . . . . . . G26 (Upper main)
TANK__PUMPS OFF
(1, 2, 3)
NO T/O /
SWITCH
Consequence: NONE
All the boost pumps in the respective main tank
have been selected OFF.
TAT PROBE HEAT
MAINT
Consequence: NONE
The total air temperature probe heater is
inoperative.
TERRAIN FAIL
MAINT
Consequence: NONE
The terrain awareness functions of the EGPWS
have failed. Also displayed during GPWS test.
TERRAIN NOT AVAILABLE
MAINT
Consequence: NONE
The terrain awareness functions are disabled
automatically due to an inadequate navigation
sensor position.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
TIRE DIFF PRES
NO T/O
Consequence: NONE
The tires on one axle have significantly
different tire pressures.
TIRE PRES LO
NO T/O
Consequence: NONE
One or more tire pressures are below normal.
TNK__AFT PMP LO
(1, 2L, 2R, 3)
MAINT
Consequence: NONE
The respective fuel pump pressure is low.
Pull associated Fuel Pump Control CB:
TANK 1 AFT . . . . . . . . . . . . G24 (Upper main)
TANK 2 L AFT . . . . . . . . . . G17 (Overhead)
TANK 2 R AFT . . . . . . . . . . F25 (Upper main)
TANK 3 AFT . . . . . . . . . . . . F26 (Upper main)
TNK__AFT PMP OFF
(1, 2L, 2R, 3)
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected a fault in the
respective fuel tank pump and has turned the
pump off.
Pull associated Fuel Pump Control CB:
TANK 1 AFT . . . . . . . . . . . . G24 (Upper main)
TANK 2 L AFT . . . . . . . . . . G17 (Overhead)
TANK 2 R AFT . . . . . . . . . . F25 (Upper main)
TANK 3 AFT . . . . . . . . . . . . F26 (Upper main)
TNK__FUEL QTY LO
(1, 2, 3)
NO T/O
Consequence: NONE
The fuel quantity in tank 1 or 3 inboard
compartment, or tank 2, is less than
approximately 1587 kg. Refer to Supplemental
Procedures -- Fuel -- Approach With Minimum
Fuel Procedure.
TNK__FWD PMP LO
(1, 2, 3)
TNK__FWD PMP OFF
(1, 2, 3)
8 JAN 2007
Consequence: NONE
The respective fuel pump pressure is low.
N/A
If quantity is less than 8150 kgs and aircraft in
Climb or Go-Around:
No crew action required.
MAINT
If quantity is more than 8150 kgs or quantity is
less than 8150 kgs and aircraft NOT in Climb or
Go-Around:
Pull associated Fuel Pump Control CB:
TANK 1 FWD . . . . . . . . . . . E24 (Upper main)
TANK 2 FWD . . . . . . . . . . . E25 (Upper main)
TANK 3 FWD . . . . . . . . . . . G26 (Upper main)
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected a fault in the
respective fuel tank pump and has turned the
pump off.
Pull associated Fuel Pump Control CB:
TANK 1 FWD . . . . . . . . . . . E24 (Upper main)
TANK 2 FWD . . . . . . . . . . . E25 (Upper main)
TANK 3 FWD . . . . . . . . . . . G26 (Upper main)
2.8.1
Page 27
FCOM Procedures
2.8.1
Page 28
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
TNK__TIP FUEL LO
(1, 3)
MAINT
Consequence: NONE
The tank 1 or 3 tip compartment is not full when
there is more than 2700 kgs of fuel in the
inboard compartment. This alert appears in the
auto mode only and the Fuel System Controller
will take corrective action once the engines are
started.
TNK__TIP TRAPPED
(1, 3)
MAINT/
N/A
Consequence:
– FUEL IN TIP TANK IS UNUSABLE
Fuel in the tip tank is not transferring to the
inboard compartment. Fuel capacity of outboard compartment is approx. 2700 kg.
TNK__XFER PMP LO
(1, 2, 3)
MAINT
Consequence: NONE
The respective tank transfer pump pressure is
low.
Pull associated Fuel Pump Control CB:
TANK 1 XFR . . . . . . . . . . . . F24 (Upper main)
TANK 2 XFR . . . . . . . . . . . . G25 (Upper main)
TANK 3 XFR . . . . . . . . . . . . E26 (Upper main)
TNK__XFER PMP OFF
(1, 2, 3)
MAINT
Consequence: NONE
With the fuel system in auto mode, the Fuel
System Controller has detected a fault in the
respective transfer pump and turned the pump
off.
Pull associated Fuel Pump Control CB:
TANK 1 XFR . . . . . . . . . . . . F24 (Upper main)
TANK 2 XFR . . . . . . . . . . . . G25 (Upper main)
TANK 3 XFR . . . . . . . . . . . . E26 (Upper main)
TR__FAIL
(1, 2A, 2B, 3)
MAINT
Consequence: NONE
The respective transformer/rectifier has failed.
A nuisance ’TR__FAIL’ alert may be displayed
during engine start or shutdown when the
generator buses are powered from different
unparalleled sources such as external power
and engine driven generator(s) or APU
generator and engine driven generator(s). The
alert should be considered valid when all
generator buses are paralleled or when only
the APU generator or external power is
powering the generator buses.
UNABLE RNP
MAINT/
SWITCH
Consequence: NONE
Actual navigation performance (ANP) exceeds
(default) required navigation performance.
Crosscheck FMC positions with IRU and GNS
positions on POS REF 1/3 and 2/3 pages of
both MCDUs. Determine navigation system
accuracy. Use autopilot associated with most
accurate FMC. If navaids are available, use
raw data indications to confirm.
4 FEB 2008
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
Level 1 Alert
Action Code
Consequence(s)/Description
WSHEAR DET FAIL
MAINT
Consequence: NONE
The Windshear Detection System is
inoperative.
WSHLD DEFOG OFF
SWITCH
Consequence: NONE
The WINDSHLD DEFOG switch is OFF.
WSHLD HEAT__FAIL
(L, R)
MAINT
Consequence: NONE
The respective windshield heater is
inoperative.
YAW DAMP ALL OFF
SWITCH
Consequence:
– AUTOPILOT AVAILABLE ONLY IN CRUISE
All four YAW DAMP switches are OFF.
YAW DMP__OFF
(LWR A, LWR B, UPR A, UPR B)
SWITCH
Consequence: NONE
The respective YAW DAMP switch is OFF.
NOTE:
ZONE TEMP SEL OFF
SWITCH
If both upper yaw dampers are OFF,
autopilot 2 is available in cruise only.
If both lower yaw dampers are OFF,
autopilot 1 is available in cruise only.
For approach minimums, refer to
Limitations -- Landing Weather
Minima Due to Inoperative
Equipment.
Consequence: NONE
One or more of the cabin zone temperature
selectors have been selected OFF.
–oOo–
8 JAN 2007
2.8.1
Page 29
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.1
Level 1 Alerts
INTENTIONALLY LEFT BLANK
2.8.1
Page 30
4 FEB 2008
FCOM Procedures
1.
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.2
Level 0 Alerts
LEVEL 0 ALERT LIST
Level 0 Alert
Description
ACARS MESSAGE
The ACARS system has received a message.
ACARS NO COMM
The ACARS system has no available communications link.
A-ICE ALL ON
All engine and airfoil anti-ice systems have been commanded
ON.
AIRFOIL A-ICE ON
WING and/or TAIL ANTI-ICE has been commanded ON.
AIR ___ ISOL ON
(1-2, 1-3)
The respective isolation valve has been commanded ON
(valve open).
AIR SYS TEST
The air system preflight test is in progress (activated by
pushing the ANNUN LT TEST button longer than 12 sec).
APU AIR ON
The APU load bleed valve is open and the APU is providing air.
APU AIR/ELEC ON
The APU is providing air and electrical power.
APU ON
The APU is running, but not providing air or electrical power.
APU POWER AVAIL
APU electrical power is available, but not powering any buses.
APU POWER ON
APU electrical power is connected to at least one of the three
buses.
AUTO BRAKE ___
(MAX, MED, MIN, T.O.)
The AUTO BRAKE selector is in the indicated position.
BLEEDS ALL OFF
All three bleeds are OFF for a packs off take-off.
CABIN DOORS OPEN
All of the cabin doors are disarmed.
CARGO DOOR TEST
The cargo door test is in progress.
CARGO FIRE TEST
The cargo fire test is in progress.
CDU ___ MENU REQUEST
(1, 2)
A message is displayed on the MENU page of the MCDU.
EMER LTS TST PASS
The cockpit and cabin emergency lights test is successful.
ENG ___ A-ICE ON
(1, 2, 3)
The respective engine anti-ice system has been commanded
ON.
ENGINE A-ICE ON
All three engine anti-ice systems have been commanded ON.
ENGINE IGN ON
Automatic control of the engine ignition system is inoperative
and ignition is ON (MANUAL light illuminates).
ENG IGN OVRD ON
The engine ignition override function has been selected ON.
EXT POWER AVAIL
External electrical power is connected and available for use.
EXT POWER ON
External electrical power is powering the AC tie bus.
FUEL SYS TEST
The fuel system test is in progress. The FUEL system should
not be selected to MANUAL, or engines started during the test.
FUEL XFEED__ON
(1, 2, 3)
The respective fuel crossfeed switch is ON.
8 JAN 2007
2.8.2
Page 1
FCOM Procedures
MD-11
2.8
LEVEL 1/0 ALERTS
2.8.2
Level 0 Alerts
Level 0 Alert
Description
GLY EXT POWER ON
External electrical power is connected to the galley buses.
GLY EXT PWR AVAIL
Galley external electrical power is connected and available for
use.
GPWS FLAP OVRD
The Ground Proximity Warning System (GPWS) Switch is in
the FLAP OVRD position. This will prevent ground proximity
warnings due to flaps less than landing flaps on approach.
HYD AUX PUMP ON
One or both of the hydraulic system aux pumps are ON.
HYD PRESS TEST
The preflight hydraulic pressure test is in progress.
(blue TEST light on hydraulic panel illuminates)
HYD__RMP ON
(1-3, 2-3)
The respective hydraulic system reversible motor pump is ON.
IRU IN ALIGN
One or more of the Inertial Reference Units are in alignment
mode. The aircraft should not be moved during alignment.
NO SMOKING
The NO SMOKING signs in the cabin are ON.
PACKS ALL OFF
All three air conditioning packs are OFF for a packs off takeoff.
PARK BRAKE ON
The parking brake lever is set and the parking brake engaged.
REFUELING
The refueling panel is armed. Aircraft should not be dispatched
in the refueling mode.
SEAT BELTS
The SEAT BELT signs in the cabin are ON.
TERRAIN OVRD
Terrain override has been selected.
VHF-3 VOICE
ACARS is in voice mode.
WHEEL BRAKE INOP
A wheel brake has been rendered inoperative by maintenance.
Aircraft performance must be adjusted accordingly.
WSHLD HEAT HI
The left and/or right windshield heat is ON and in HIGH mode.
WSHLD HEAT ON
The left and/or right windshield heat is ON and in NORM
mode.
–oOo–
2.8.2
Page 2
8 JAN 2007
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9
TOC
Table of Contents:
2.9.1
GENERAL
1.
Type of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Maximum Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
4.
Minimum Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
5.
Air data tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
6.
Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
7.
Cockpit Crew Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
8.
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
9.
Elec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
9.1. AC System
9.2. DC System
9.3. Batteries
10. Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
2.9.2
2.9.3
STRUCTURAL DESIGN LIMITATIONS
1.
Maximum Operating Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Flight Manoeuvring Load Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
OPERATIONAL LIMITS
1.
Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Maximum Operating Speeds Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
4.
Maximum Tire Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
5.
Recommended Speed in Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
6.
Maximum Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
7.
Maximum Wind Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
8.
Runway Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
9.
Runway Slope Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
10. Quick Turn--Around Time Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
2.9.4
AIR SYSTEM
1.
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
Air System Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
8 JAN 2007
ToC
Page 1
FCOM Procedures
2.9.5
MD-11
2.9
LIMITATIONS
2.9
TOC
FLIGHT GUIDANCE
1.
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2. . FMS PROF MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
3.
Bank Angle Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
4.
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
5.
MNPS Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
6.
RVSM Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 2
7.
RNAVLimitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
7.1. B--RNAV
7.2. P--RNAV
8.
RNP Operations (Time Limits Table) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
9.
Weather Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 4
9.1. Take--off Weather Minima
9.2. Landing Weather Minima
9.3. Landing Weather Minima due to Inoperative Aircraft Equipment
9.4. Restrictions due to Glide Slope TCH
10. Ground Proximity Warning System With Terrain Awareness Features . . . . page 6
2.9.6
FUEL
1.
2.9.7
HYDRAULICS
1.
2.9.8
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
ICE AND RAIN PROTECTION
1.
2.9.9
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
POWERPLANTS/APU
1.
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2.
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 3
–oOo–
ToC
Page 2
15 APR 2011
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.1
General
INTENTIONALLY LEFT BLANK
31 OCT 2010
2.9.1
Page 1A
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.1
General
TEMPORARY REVISION
MTOW adapted to the summer schedule.
Deleted Maximum Inflight Landing Flap Weight, this weight is not applicable any longer for the MD11.
1.
TYPE OF OPERATION
The aircraft is certified for operation under the following conditions, both day and night, when the
required equipment is operative:
– Visual (VFR)
– Instrument (IFR)
– Icing conditions
– Extended overwater
The aircraft complies with FM immunity standards for the following equipment:
– VOR receivers
– ILS receivers
– VHF radios
2.
MAXIMUM WEIGHTS
– Maximum Taxi Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.681
– Maximum Take-off Weight (KCA thru KCE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270.000
– Maximum Take-off Weight (KCF thru KCK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280.300
– Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199.581
– Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.973
– Maximum Center Gear Up Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181.437
3.
LOADING
Loading limitations are contained in FCOM Performance chapter 5.
Compliance is required with loading limitations relative to:
– Maximum number of passengers.
– Floor and compartment strength.
– Center of gravity limits.
– Fuel load distribution.
4.
MINIMUM CREW
–
–
Cockpit : Two pilots.
Cabin : Refer to OM part A (BOM), Crew Composition, Cabin Crew.
–oOo–
2.9.1
Page 1B
27 MAR 2011
FCOM Procedures
1.
MD-11
2.9
LIMITATIONS
2.9.1
General
TYPE OF OPERATION
The aircraft is certified for operation under the following conditions, both day and night, when the
required equipment is operative:
– Visual (VFR)
– Instrument (IFR)
– Icing conditions
– Extended overwater
The aircraft complies with FM immunity standards for the following equipment:
– VOR receivers
– ILS receivers
– VHF radios
2.
MAXIMUM WEIGHTS
– Maximum Taxi Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.681
– Maximum Take-off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280.320
– Maximum Inflight Landing Flap Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200.941
– Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199.581
– Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.973
– Maximum Center Gear Up Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181.437
3.
LOADING
Loading limitations are contained in FCOM Performance chapter 5.
Compliance is required with loading limitations relative to:
– Maximum number of passengers.
– Floor and compartment strength.
– Center of gravity limits.
– Fuel load distribution.
4.
MINIMUM CREW
–
–
4 FEB 2008
Cockpit : Two pilots.
Cabin : Refer to OM part A (BOM), Crew Composition, Cabin Crew.
2.9.1
Page 1
FCOM Procedures
5.
6.
2.9.1
Page 2
2.9.1
General
–
ALTIMETER
At higher altitudes the standby altimeter tolerances can become larger. If differences between a
primary altimeter indication and the standby altimeter indication becomes 500 feet or more, it should
be suspect and an AML entry should be made.
–
AIRSPEED
Maximum difference between Captain’s and F/O’s IAS indication:
< 300 kt . . . . . . . . . . . . . . . . . . . 6 kt
≥ 300 kt . . . . . . . . . . . . . . . . . . . 10 kt
> .820 M . . . . . . . . . . . . . . . . . . 6 kt
–
MACH
Maximum difference between Captain’s and F/O’s MACH indication is .020 M.
–
VERTICAL SPEED
Maximum difference between Captain’s and F/O’s V/S indication:
V/S < 1500 ft/min . . . . . . . . . . 50 ft/min
V/S ≥ 1500 ft/min . . . . . . . . . . 3%
CARGO DOORS
Maximum wind for door operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 kt
Maximum wind when door fully open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 kt
COCKPIT CREW REST
–
8.
LIMITATIONS
AIR DATA TOLERANCES
–
–
7.
MD-11
2.9
May not be used and must be stowed during taxi, take-off and landing.
LANDING GEAR
–
Center Gear:
Must be extended for take-off and landing, unless dispatching with center gear retracted in
accordance with MEL procedures, or when performing Landing with abnormal landing gear
procedure, refer to FCOM Procedures, Abnormal Non--Alerts.
–
Parking Brakes:
If the brakes remain set, cycle the brakes at weight intervals of approximately 30 tons to prevent
overstressing of the center gear.
–
Tire pressures at stabilized tire temperature:
S Nose gear wheels : 180 - 190 psi.
S Center gear wheels : 175 - 185 psi.
S Main gear wheels
: 205 - 213 psi.
15 APR 2009
FCOM Procedures
9.
ELEC
9.1
AC SYSTEM
9.2
9.3
MD-11
2.9
LIMITATIONS
2.9.1
General
–
Voltage:
S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 V
S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 V
S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 V
–
Frequency:
S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 Hz
S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404 Hz
S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396 Hz
–
Load:
S Maximum continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0
S Maximum for 5 minutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 1.5
S Maximum for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 1.5
DC SYSTEM
–
Voltage:
S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V
S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 V
S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V
–
TR load:
S Maximum continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0
S Maximum for 5 minutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 1.5
S Maximum for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 1.5
BATTERIES
–
Voltage:
S Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V
S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V
S Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 to 35 V
S Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 to 35 V
NOTE: Battery charging is inhibited below 10 V and at temperatures below --25° C and above 82° C.
–
10.
Current:
S Battery charging:
– Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Amps
– Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Amps
S Emergency power on:
– Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Amps
WEATHER RADAR
S Do not operate the weather radar in a hangar or within 50 feet of any personnel or fuel spill.
NOTE: The hangar and personnel restrictions do not apply to the weather radar test mode.
17 SEP 2007
2.9.1
Page 3
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.1
General
INTENTIONALLY LEFT BLANK
–oOo–
2.9.1
Page 4
8 JAN 2007
FCOM Procedures
1.
MD-11
2.9
LIMITATIONS
2.9.2
Structural Design Limitations
MAXIMUM OPERATING SPEEDS
The maximum operating speed varies with fuel quantity in wing tip fuel tanks.
Full application of rudder and aileron as well as manoeuvres that involve angles of attack near the stall,
should be confined to speeds below VA (Maximum Design Maneuvering Speed).
See Maximum Operating Speeds Chart in Limitations, Operational Limits.
2.
FLIGHT MANOEUVERING LOAD LIMITS
–
–
8 JAN 2007
SLAT/FLAP UP/RET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 2.5 g to -- 1.0 g
SLAT/FLAP Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . + 2.0 g to 0.0 g.
2.9.2.
Page 1
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.2
Structural Design Limitations
INTENTIONALLY LEFT BLANK
–oOo–
2.9.2
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
LIMITATIONS
2.9.3
Operational Limits
EMERGENCY EQUIPMENT
–
OXY QTY pressure for dispatch (21_C):
S Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 psi
S Full . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1850 psi
NOTE:
–
Add
1% for each 3_C above 21_C.
below
Subtract
Crew oxygen endurance:
Oxygen bottle
pressure
1000 / 1850 psi
–
2.
2.9
Cabin Altitude
NORMAL - DILUTE
NORMAL - 100%
25.000 - 20.000 ft
5 / 12 manhours
15.000 - 20.000 ft
4 / 9 manhours
10.000 - 15.000 ft
9 / 20 manhours
3 / 7 manhours
5.000 - 10.000 ft
9 / 20 manhours
2,5 / 6 manhours
5.000 ft - sea level
9 / 20 manhours
2 / 4,5 manhours
Passenger oxygen generators endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 min
FLIGHT CONTROLS
–
Speed Brakes:
S May be used only with flaps 0, with or without slats extended.
–
Aileron and Rudder trim:
Normal trim range: 0 to 1 units.
If required trim exceeds 1 unit, an AML entry should be made.
–
Flap limiter:
Flaps will retract from 50 position at maximum 177 kt.
Flaps will retract from 35 position at maximum 195 kt.
–
Sustained flight with slats extended and flaps retracted (0° flap angle) is permitted with a:
S Maximum Gross Weight of 215.230 kg
8 JAN 2007
2.9.3
Page 1
FCOM Procedures
3.
2.9.3
Page 2
MD-11
2.9
LIMITATIONS
2.9.3
Operational Limits
MAXIMUM OPERATING SPEEDS CHART
8 JAN 2007
MD-11
FCOM Procedures
2.9
LIMITATIONS
2.9.3
Operational Limits
4.
MAXIMUM TIRE SPEED
– 204 kt Ground Speed.
5.
RECOMMENDED SPEED IN TURBULENCE
– Between 290 - 305 kt / M .80 - M .82.
6.
MAXIMUM ALTITUDE
–
–
7.
Maximum Take-off and Landing altitude is 10.000.
Maximum operating altitude is 43.200.
MAXIMUM WIND COMPONENTS
–
Take-off and Landing
Braking MOTNE
A i
Action
C d
Code
Friction
C ff
Coeff.
GOOD
5
0.40 and
above
MEDIUM
to
GOOD
4
0.39 to
0.36
MEDIUM
3
0.35 to
0.30
Typical Runway
C di i
Condition
2
0.29 to
0.26
POOR
1
0.25 and
below
Rwy width 45
m or more
Rwy
width 40 45 m **
S
Dry runway.
30
15
10
S
Wet runway with
good surface
condition.
25
15
10
*
*
*
15
10
5
*
*
*
5
0
0
S
S
MEDIUM
to POOR
Tailwind
Crosswind
S
S
S
S
Moderate to heavy
rain on clear
runway.
Snow/ice covered
but sanded
runway.
Slush or snow or
ice covered
runway.
Freezing rain.
Drizzle on dusty
runway.
Standing water.
Maximum wind components are including gusts.
*
Use of intermediate wind limits permitted.
** Under certain conditions, Flight Technical MD--11, in consult with the Unit Vice President , may
give permission to operate on runways with less than 40 m width.
–
8 JAN 2007
Autoland system maximum wind components (CAT I, II, III)
S 25 Headwind.
S 15 Crosswind.
S 10 Tailwind.
2.9.3
Page 3
FCOM Procedures
8.
MD-11
2.9
LIMITATIONS
2.9.3
Operational Limits
RUNWAY CONTAMINATION
For operation on runways covered with slush, standing water or snow refer to FCOM Performance 4.1.2.
9.
RUNWAY SLOPE LIMITS
Maximum mean runway slope: 2% up or down.
10.
QUICK TURN--AROUND TIME LIMITS
After landing check that the “BRAKE OVERHEAT” alert is not displayed within 15 minutes of parking. If
the alert is displayed, follow QRH procedure and wait at least 45 minutes.
This will ensure that the wheel thermal fuse plugs will not release pressure during or after a subsequent
take--off.
However, this alone will not ensure that the brakes can absorb the energy with a subsequent rejected
take--off. Therefore use the Takeoff brake temperature chart on the following page, to calculate the
estimated cooling time.
S Enter the chart with the estimated take--off weight, V1 and ambient conditions and find the
allowable brake temperature.
S Read the BTMS (Brake Temperature Monitoring System) temperature of the hottest brake, after the
brake temperatures have peaked.
S If the current (hottest) brake temperature is higher than the allowable brake temperature, find the
estimated cooling time.
2.9.3
Page 4
15 APR 2009
15 APR 2009
10
120
130
150
160
170
V1 SPEED (KIAS)
140
180
HEADWIND AT 10 METERS HT. (KNOTS)
190
REF LINE
110
30
20
0
4
6
8
20
40
10
30
TEMP (o C)
PRESSURE ALTITUDE (1000FT)
2
10
0
40
60
80
100
120
ESTIMATED COOLING TIME (MINUTES)
20
---------------------- 550O C
WARNING: FUSEPLUGS
MAY ACTIVATE WHEN
BTMS EXCEEDS 550O C
Operational Limits
REF LINE
0
AMBIENT
20
900
800
700
600
500
400
300
150
200
BTMS TEMP
OF HOTTEST
BRAKE (O C)
2.9.3
0
TAILWIND AT 10 METERS HT. (KNOTS)
--20
--10
30
40
50
60
CURRENT
TEMP
70
TEMP
ALLOWABLE
80
90.8
BRAKE ENERGY
PER BRAKE
(106 FT--LB)
NOTES:
-- CHART BASED ON FULLY WORN BRAKES
-- ASSUMES USE OF MAXIMUM REVERSE
THRUST IF TAKEOFF IS ABORTED
-- READ ”CURRENT TEMP” ONLY AFTER
BRAKE TEMPERATURES HAVE PEAKED
LIMITATIONS
--10
300
280
260
240
220
200
180
TAKEOFF WEIGHT X 1000KGS
EXAMPLE:
TAKEOFF WEIGHT
= 265.000 KG
= 163 KIAS
V1 SPEED
= 3000 FT, 25 OC, 10 KT HEADWIND
AMBIENT CONDITIONS
ALLOWABLE BTMS TEMP
= 360 OC
CURRENT BTMS TEMP
= 450 OC
ESTIMATED COOLING TIME = 30 MINUTES
FCOM Procedures
MD-11
2.9
2.9.3
Page 5
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.3
Operational Limits
INTENTIONALLY LEFT BLANK
–oOo–
2.9.3
Page 6
15 APR 2009
FCOM Procedures
1.
2.
MD-11
2.9
LIMITATIONS
2.9.4
Air System
CABIN PRESSURIZATION
–
Maximum cabin differential pressure for take-off and landing . . . . . . . . . . . . . 0.5 psi
–
Cabin relief valve operating pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.75 - 9.1 psi
–
Unpressurized flight:
Must be conducted with cabin pressurization system in manual and the outflow valve between 1/2
and 2/3 open.
AIR SYSTEM MANAGEMENT
–
Do not interconnect two or more active engine pneumatic supply systems.
Maximum recommended operation for any one engine pneumatic supply in addition to lavatory/galley vent
and cargo heat and vent is as follows:
S
Two air conditioning packs, unless airfoil anti--ice or engine cross bleed start is required.
S
If airfoil anti--ice is required, and one bleed system is inoperative:
S
3.
S
One pack plus wing anti--ice (both wings) or,
S
One pack plus wing anti--ice (one wing only) and tail anti--ice.
If airfoil anti--ice is required, and two bleed systems are inoperative:
S
Avoid/depart icing conditions
S
One pack plus wing anti--ice (both wings) and tail anti--ice while departing icing.
S
If engine cross bleed start is required, one pack
S
Engine anti--ice operation does not change maximum recommended bleed air usage.
PNEUMATICS
–
Normal pneumatic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-46 psi
–
Overpressure valve:
S Starts to close at 65 psi.
S Fully closed at 85 psi.
–
Pneumatic temperature:
S Cruise normal pack flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 175_C
S Cruise low pack flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 225_C
S Anti-ice on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 230_C
–oOo–
15 APR 2009
2.9.4
Page 1
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.4
Air System
INTENTIONALLY LEFT BLANK
2.9.4
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
2.
2.9
LIMITATIONS
2.9.5
Flight Guidance
AUTOPILOT
–
Minimum altitude for use:
S In T/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 ft HAA
S During non-precision approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ft BELOW MDA
S During APPR ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 ft HAA
–
Autoland is not allowed if:
S Airport elevation is above 7000 ft MSL.
S Headwind above 25 kt.
Crosswind above 15 kt.
Tailwind above 10 kt.
S Tailwind exists at airports above 3000 ft MSL.
S Landing Weight above 218.405 kg.
S Downslope is more than 0,8%.
–
Do not exceed 200 kt IAS in SINGLE LAND or DUAL LAND modes.
–
Autoland is only authorized for FLAPS 35 and FLAPS 50.
FMS PROF MODE
Use of PROF mode for descent and/or approach operations is prohibited unless,
– The airplane is on path and the FMA indicates THRUST | XXX | PROF, or
– The indicated airspeed is below Vmax for the airplane configuration by at least,
S 10 knots at indicated altitudes below 10,000 feet, or
S 15 knots at indicated altitudes of 10,000 feet or above, or
– Basic autoflight modes (e.g., LVL CHG, V/S, or FPA) are used to recapture the path when PROF
mode is engaged and the airplane is:
S Above or below the path and the FMA indicates PITCH | XXX | IDLE, or
S Below the path and the FMA indicates THRUST | XXX | V/S.
3.
BANK ANGLE LIMITS
Mode
Limit
TAKE OFF
HEADING
TRACK
5 to 25
Selectable
15 to 25
AUTO selected, the gain schedule is a function of TAS.
NAV
10 to 25
Gain schedule is a function of TAS.
LOC
GA
15 APR 2011
Condition
30
Localizer capture.
10
Localizer tracking.
10
2.9.5
Page 1
MD-11
FCOM Procedures
4.
LIMITATIONS
2.9.5
Flight Guidance
NAVIGATION
–
PROF mode not authorized below the MIN PROF altitude.
–
IRU Status Codes:
Status
Code
5.
2.9
Maintenance
Message
Description
01
IRU FAULT
Hard failure, service IRU
02
DELAYED MAINT
Soft failure, service IRU
03
ENTER PPOS
Enter present position
04
IRU FAULT
Hard failure, service IRU
05
EXCESS MOTION
Excessive motion during alignment
06
SWITCH ADC
ADC invalid
07
CHK C/B
Check Circuit Breakers
08
CDU FAULT
CDU/ISDU failure
10
SYS BELOW -15_C
Wait for warm--up
MINIMUM NAVIGATION PERFORMANCE SPECIFICATION (MNPS) LIMITATIONS
The following equipment is required to be operative to meet MNPS criteria:
– MCDU no. 1 + MCDU no. 2 and, additionally, one of the following combinations:
S IRS no. 1 + IRS no. 2, or
S IRS no. 1 + IRS-AUX + FMC no. 2, or
S IRS no. 2 + IRS-AUX + FMC no. 1.
6.
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) LIMITATIONS
Prior to takeoff the maximum allowable difference between Captain’s or First Officer’s altitude display
and field elevation is 75 feet.
The equipment required to be operative to meet RVSM criteria is specified below:
Equipment
Minimum required / Note
Air data system
Manual switching to the alternate static system is prohibited.
Autopilot
1 (ATC Trancponder selection (1/2) must correspond with operative Autopilot)
ATC Transponder
1 (Autopilot selection (1/2) must correpond with operative ATC Transponder)
Air Data Computer
1 (Autopilot and ATC transponder selection (1/2) must correspond with
operative
ADC)
Note: Before entering RVSM transition airspace, both ADC’s must be
operative.
2.9.5
Page 2
FCP Height Keeping
ALT HOLD or PROF or V/S (with 000 V/S selected) or FPA (with 0 degrees
selected)
FCP Level Change
ALT capture/HOLD or PROF or V/S or FPA
15 APR 2011
FCOM Procedures
7.
MD-11
2.9
LIMITATIONS
2.9.5
Flight Guidance
RNAV LIMITATIONS
The equipment required to be operative to meet B-RNAV / P-RNAV criteria is specified in the table below:
Equipment
Minimum required
DEU
IRS
FMC
MCDU
DME
1
1
1
1 (MCDU nr. 1 or nr. 2)
0 (If at least one GPS serviceable)
1 (If GPS not installed or not operating)
1
2
2
1
0 (If at least one DME is serviceable)
1 (If DME is unserviceable)
VOR Receiver
EFIS Control Panel
ND MAP mode
ADC
GPS
7.1
B--RNAV
If IRS NAV is displayed on the ND FMS NAV Mode annunciator, continued B-RNAV operation is permitted
as long as FMS position error is less than 5 nm. The FMS position error must be determined by means of
raw data (VOR and DME).
B-RNAV criteria are not met if the following message is displayed on the MCDU scratchpad:
– A/C POSITION INVALID
B-RNAV criteria are only met after completion of the associated procedure and after confirming that the
most accurate FMC meets the B-RNAV criteria:
– FMC POSITION MISMATCH
– VERIFY A/C POSITION
7.2
P--RNAV
PRNAV operations must be cancelled with any of the following FMS annunciations:
– IRS NAV displayed on the ND FMS NAV Mode annunciator.
– A/C POSITION INVALID displayed in the MCDU scratchpad.
– FMC POSITION MISMATCH displayed in the MCDU scratchpad.
– VERIFY A/C POSITION displayed in the MCDU scratchpad.
– UNABLE RNP Level 1 Alert displayed with selected RNP value of 1.00 or greater.
– ANP value of 1.01 or greater displayed on FMS POS REF 1/3.
15 APR 2011
2.9.5
Page 3
FCOM Procedures
8.
MD-11
2.9
LIMITATIONS
2.9.5
Flight Guidance
REQUIRED NAVIGATION PERFORMANCE (RNP) OPERATIONS
The FMS has been shown to meet the requirements for terminal operation using RNP 1.0 nm with the
following equipment operational at dispatch: 2 FMS, 2 GPS and/or 2 DME’s capable of providing GPS or
DME--DME position updating.
REQUIRED NAVIGATION PERFORMANCE (RNP) TIME LIMITS TABLE
Navigation Capability System Requirement
RNP 10
RNP 5
(B--RNAV -- 4)
(see note 4)
IRU Navigation with
automatic GPS position
updating. (see Note 1)
No RNP time limit if
sufficient satellite coverage
along route.
No RNP time limit if
sufficient satellite coverage
along route.
IRU Navigation Only No automatic updating.
6,2 hours maximum after
placing IRU in navigation
mode.
2 hours maximum after
placing IRU in navigation
mode.
IRU Navigation with
automatic DME/DME
position updating.
(see Note 2)
5.9 hours maximum after
last automatic position
update.
No RNP time limit if
sufficient navaid coverage
along route.
IRU Navigation with
automatic VOR/DME
position updating.
(see Note 3)
5.7 hours maximum after
last automatic position
update.
No RNP time limit if
sufficient navaid coverage
along route.
NOTE: 1. GPS position updating requires at least one operative GPS along the route or procedure and
assumes sufficient satellite coverage (shown by prior analysis).
2. DME/DME updating requires one operative DME and assumes sufficient navaid coverage
along the route or procedure.
3. VOR/DME updating requires one operative VOR and one operative DME, both on the same
side, and assumes sufficient navaid coverage along the route or procedure.
4. European en route airspace is considered to be a VOR/DME rich environment. Thus it is
expected that DME/DME or VOR/DME updating will be available in this airspace
continuously.
The FMS has been demonstrated for use in approaches requiring 0.3 RNP when using GPS updating
mode with either autopilot or flightdirector.
Minimum requirement for a GNSS approach is 1 FMS, ! GPS and the absence of “UNABLE RNP” alert.
9.
WEATHER LIMITATIONS
9.1
TAKE-OFF WEATHER MINIMA
Take-off weather minima as per OM Part A (BOM) and/or OM Part C (ROM).
9.2
LANDING WEATHER MINIMA
Landing weather minima as per OM Part A (BOM) and/or OM Part C (ROM).
Lowest possible weather minima for autopilot mode annunciations on the PFD:
–
–
–
2.9.5
Page 4
APPR ONLY
: CAT I - MANUAL LANDING
SINGLE LAND : CAT II
DUAL LAND
: CAT III B
15 APR 2011
FCOM Procedures
9.3
MD-11
2.9
LIMITATIONS
2.9.5
Flight Guidance
LANDING WEATHER MINIMA DUE TO INOPERATIVE AIRCRAFT EQUIPMENT
–
Weather minima due to system failures which result in reduced aircraft control are covered in the
respective QRH procedures and FCOM chapters.
–
During flight, the equipment requirements for ILS approach minima are:
FLIGHT
DIRECTOR
EQUIPMENT
CAT I
AUTOLAND
CAT I & II
CAT III
NOTE
Autopilot
0
1
2
FCC
1
1
2
ATS
0
1
2
Flight Director
1*
0
0
ILS System
1
2
2
Radio Altimeter
1
1/2 *
2
DEU
1
2
2
DU
2
4
4
AP disconnect button
0
1
1
ATS disconnect button
0/1*
1
1
Air Data Computer
1
1
2
IRU
1
2
3
MCDU
1
1
1
G/S Nose Gear Antenna
1*
2
2
* NOTE 4
Hydraulic Systems
2
2*
3
* NOTE 5
Engines
2
2*
2*
* NOTE 6
35/EXT or
50/EXT
35/EXT or
50/EXT
Flaps / Slats
35/EXT or
50/EXT
* NOTE 1
* NOTE 2
* NOTE 3
NOTE: 1. May be switched to both on 1 or both on 2.
2. One RA required to remain in SINGLE LAND.
Two RAs required to engage LAND mode.
3. ATS not required for APPR ONLY.
ATS disconnect button on PF side must be serviceable.
4. G/S Nose Gear Antenna required for glideslope reception with nose gear down.
5. Only hydraulic system # 1 or # 2 may be inoperative.
6. Aircraft must be trimmed before AP engagement.
If above-mentioned equipment requirements are not met, it is SCD to apply higher landing
minima.
All system failures which are not dispatch-related and which will automatically result in a
NO AUTOLAND alert are not mentioned.
The MEL may be more restrictive for the next flight.
15 APR 2011
2.9.5
Page 5
FCOM Procedures
–
9.4
MD-11
2.9
LIMITATIONS
2.9.5
Flight Guidance
The following equipment may be inoperative without raising the ILS approach minima:
Manual landing
-- LSAS
-- RCWS
-- Yaw Damper
-- ELF
-- FMS
Autoland
-- ELF provided the Vapp is inserted manually using the ELEV FEEL selector.
-- APT provided the aircraft is manually trimmed and tracking the G/S at Vapp
before AP engagement.
-- FMS provided both MCDUs are operative for ILS tuning.
RESTRICTIONS DUE TO GLIDE SLOPE TCH
When TCH is affected, lowest weather minima are 250 ft HAT / 1000 m.
10.
GROUND PROXIMITY WARNING SYSTEM WITH TERRAIN AWARENESS FEATURES
–
Navigation must not be predicated upon the use of terrain awareness display.
–
Pilots are authorized to deviate from their current air traffic control (ATC) clearance to the extent
necessary to comply with a GPWS warning.
–
The GPWS alerting and terrain display functions require barometric altitude referenced to mean sea
level (QNH). If altimeter settings referenced to field elevation (QFE) are entered on either the
Captain’s or First Officer’s altimeter, then GPWS terrain awareness alerting and display functions
must be inhibited by selecting the terrain override switch to OVRD.
–
In order to avoid unwanted alerts, the terrain awareness alerting and display functions must be
inhibited by selecting the terrain override switch to OVRD when landing at an airport not contained in
the GPWS airport terrain data base. The GPWS airport terrain data base contains airports which
have at least one hard surfaced runway 3,500 feet (1,067 meters) in length, or greater, which have a
published instrument approach procedure.
–
Terrain awareness features must be inhibited by the terrain OVRD switch when the FMS NAV mode is
IRS ONLY NAVIGATION (IRS NAV indicated on the ND), and the aircraft is over land. This will
eliminate false terrain alarms.
–oOo–
2.9.5
Page 6
15 APR 2011
FCOM Procedures
1.
MD-11
2.9
LIMITATIONS
2.9.6
Fuel
FUEL
–
Fuel Capacities:
(S.G. 3.04 kg/USG or 0.803 kg/ltr.)
S
S
S
S
Total fuel
Main Tanks no.
1 and 3 each
Main Tank no. 2
Auxiliary Tank
Tail Tank
117.030 kg
18.540 kg
29.240 kg
44.750 kg
5.960 kg
38.500 USG
6.100 USG
9.620 USG
14.720 USG
1.960 USG
145.750 ltr
23.090 ltr
36.420 ltr
55.730 ltr
7420 ltr
The outboard compartments of the main tanks have a capacity of approx. 2,700 kg each.
The lower auxiliary tank has a capacity of approx. 5,000 kg of fuel.
Usable manifold drain fuel: 200 kg.
Undumpable fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.600 kg
–
Fuel Types:
S Jet A-1 kerosine, freezing point -47_C/-53_F.
S Jet A kerosine, freezing point -40_C/-40_F.
–
Minimum departure fuel:
S Initiation of a take-off with less than 2300 kg in each main tank is not recommended.
–
Calculated fuel used versus burnoff:
S An AML entry has to be made when the difference between actual burnoff (BOFF)
and the calculated fuel used (CALC -- indicated departure fuel minus indicated arrival fuel)
exceeds 1500 kg.
–
Maximum lateral unbalance:
S Between main tanks 1 and 3: 1,800 kg.
–
Fuel dump rate:
S All pumps on: 2,300 kg/min.
–
Fuel pump CB:
S Resetting of a tripped fuel pump CB is not allowed.
15 APR 2009
2.9.6
Page 1
MD-11
FCOM Procedures
–
2.9
LIMITATIONS
2.9.6
Fuel
If after refueling the tanks contain a mixture of Jet A and Jet A-1 fuel, the table below can be used to
determine the freeze temperature of the fuel in the tanks.
Directions : In the table below look up the freezing point for the fuel mixture in each tank.
Use the freezing point from the tank with highest freezing point as FREEZE TEMP on the
FMS FUEL INIT page.
JET A-1 QTY (KG)
JET A
QTY
(KG)
2000
5000
10000
15000
20000
25000
30000
35000
40000
45000
50000
-43
-44
-44
-44
-44
-45
-45
-45
-45
-45
4000
-42
-43
-44
-44
-44
-44
-44
-44
-44
-44
6000
-41
-42
-43
-43
-44
-44
-44
-44
-44
-44
8000
-41
-42
-43
-43
-43
-44
-44
-44
-44
-44
10000
-40
-42
-42
-43
-43
-43
-43
-44
-44
-44
12000
-40
-41
-42
-42
-43
-43
-43
-43
-44
-44
14000
-40
-41
-42
-42
-42
-43
-43
-43
-43
-43
16000
-40
-41
-41
-42
-42
-43
-43
-43
-43
-43
18000
-40
-41
-41
-42
-42
-42
-43
-43
-43
-43
20000
-40
-40
-41
-42
-42
-42
-42
-43
-43
-43
22000
-40
-40
-41
-41
-42
-42
-42
-43
-43
-43
24000
-40
-40
-41
-41
-42
-42
-42
-42
-43
-43
26000
-40
-40
-41
-41
-41
-42
-42
-42
-42
-43
28000
-40
-40
-40
-41
-41
-42
-42
-42
-42
-42
30000
-40
-40
-40
-41
-41
-42
-42
-42
-42
-42
NOTE: This table is based on a weighted average of the maximum freezing points for Jet A and
Jet A-1, but 2_C has been added to be conservative and to account for deviations from the
weighted average.
–
Fuel Flow Corrections for operation with off optimum CG.
CG
FF INCREASE (%)
31.5
0
30
0.5
28
1.0
26
1.5
24
2.0
22
2.6
20
3.3
18
3.9
16
4.5
–oOo–
2.9.6
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.9
LIMITATIONS
2.9.7
Hydraulics
HYDRAULICS
–
System pressure: Normal range: 2400 - 3500 psi.
S SYS PRESS light on: Below 2400 psi and above 3500 psi.
–
PUMP pressure, no system demand: 2800 - 3200 psi.
S PUMP FAULT light on: Pressure below 2400 psi or case drain temperature above 118_C.
–
Auxiliary Pumps pressure, no system demand: 2400 - 3200 psi.
–
RMP pressure, no system demand: minimum 2600 psi.
NOTE: Pressure depends on pressure of the system driving the RMP.
–
–
Normal indication:
S System 1:
S System 2:
S System 3:
Minimum indication:
S System 1:
– SPL:
– Other stations:
S System 2:
– SPL:
– Other stations:
S System 3:
– SPL:
– Other stations:
6,25 USG
6,25 USG
8,5 USG
5,25 USG
4,75 USG
5,25 USG
4,75 USG
7,0 USG
6,5 USG
–
HYD 3 ELEV OFF alert is displayed if system 3 quantity is below 4,75 USG.
–
Reservoir temperature: Maximum 100_C.
8 JAN 2007
2.9.7
Page 1
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.7
Hydraulics
INTENTIONALLY LEFT BLANK
2.9.7
Page 2
8 JAN 2007
FCOM Procedures
1.
MD-11
2.9
LIMITATIONS
2.9.8
Ice & Rain Protection
WINDSHIELDS
–
Windshield defogging should be on for all flight conditions.
–
Do not operate the windshield wipers at high speed for more than 30 minutes, or on a dry windshield.
8 JAN 2007
2.9.8
Page 1
FCOM Procedures
MD-11
2.9
LIMITATIONS
2.9.8
Ice & Rain Protection
INTENTIONALLY LEFT BLANK
2.9.8
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
2.9
LIMITATIONS
2.9.9
Power Plants/ APU
ENGINES
–
Operating limits
S
Advancing thrust to take-off N1 prior to brake release is not allowed if:
– wind direction deviates more than 35° from runway heading
– crosswind exceeds 25 kt.
S
Maximum time for the use of take-off thrust is:
– All engines
: 5 minutes
– One engine inoperative: 10 minutes
S
Maximum N1
: 117.5%
S
Maximum N2
: 112.5%
S
Maximum EGT:
Condition
–
8 JAN 2007
EGT Limit
Time Limit
Starting
750_C
No time limit
Starting
750_C - 820_C
820_C - 870_C
40 sec. repetitive starts
40 sec. one start only.
Maximum Continuous
925_C
No time limit
Take-off and Go Around
960_C
5 minutes, or in case of engine failure
10 minutes
Oil System
S
Oil quantity
: Minimum before engine start: 14 qts.
Maximum after engine start: 20 qts.
Maximum oil consumption: 0.5 qts/hr.
S
Oil pressure
: Oil pressure varies with N2 rpm.
Minimum after engine has reached idle rpm: 10 psi.
Amber band: 10-34 psi.
S
Oil temperature
: Minimum for engine start: -40_C.
Normal range: 65_C - 160_C.
Maximum for 15 minutes: 160_C - 175_C.
Operating limit: 175_C.
2.9.9
Page 1
FCOM Procedures
–
MD-11
2.9.9
Page 2
2.9.9
Power Plants/ APU
S
Starter air pressure
S
Starter engagement rpm : Recommended: 0% N2.
Normal: 0 - 20% N2.
Maximum: 30% N2.
S
–
LIMITATIONS
Engine Starter
: Recommended with start valve open: 25-55 psi.
Optimum engine start is obtained with pressure 40 psi or above,
acceleration time and peak EGT will vary adversely with decreasing
pressure.
NOTE:
–
2.9
Duty cycle
Re-engagement of the starter above 30% N2 may result in starter
damage.
: Maximum continuous operation: 5 minutes.
30 sec cooling required for each one minute period of operation.
10 minute cooling required after two consecutive 5 minute duty cycles
prior to each additional 5 minute duty cycle.
Inflight start
S
Engine relight may be attempted at any altitude, but may not be successful above FL 300 or
below FL 300 when speed below 250 kt.
S
Starter assist is required if windmilling N2 is less than 15%.
Thrust Reversers
S
Use of reverse thrust in flight is prohibited.
S
Use of reverse thrust during push-back or taxi is not permitted, unless deemed necessary under
abnormal or emergency conditions.
If used in those cases, inspection of the engine and thrust reverser is required.
S
An AML entry is required if full reverse thrust is used to a full stop.
8 JAN 2007
FCOM Procedures
2.
MD-11
2.9
LIMITATIONS
2.9.9
Power Plants/ APU
APU
–
APU Start:
S On ground : Unrestricted.
S In flight
: Start possible up to FL 250.
S Starter duty cycle:
– Two consecutive start attempts.
– 10 minutes off.
– Two consecutive start attempts.
– 60 minutes off.
S After auto shutdown, wait until APU indications disappear from the ENG page before next start
attempt.
–
Fuel consumption: Approx. 200 kg/hr.
–
APU bleed air may be used on ground only.
–
APU electrical power:
S APU generator rating on ground . . . . . . . . . . . . . . . . . . . . . . . . 110 KVA
S APU generator rating in flight . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KVA
–
N1 values:
S No bleed air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROX. 65%
S Bleed air supply for 3 packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROX. 95%
S Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
–
APU oil quantity:
S Before start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 qts (SPL: 8 qts)
S After start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 qts
8 JAN 2007
2.9.9
Page 3
FCOM Procedures
–
MD-11
2.9
LIMITATIONS
2.9.9
Power Plants/ APU
APU Operating Envelope:
AMBIENT TEMPERATURE (_C)
–oOo–
2.9.9
Page 4
8 JAN 2007
FCOM Procedures
MD-11
2.10
PERFORMANCE DATA
2.10
TOC
Table of Contents:
1
NORMAL & ABNORMAL CONFIGURATION REFERENCE SPEEDS
(VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 1
2
NO AUTO BRAKES CALCULATED LANDING DISTANCE . . . . . . . . . . . . page 2
–oOo–
8 JAN 2007
ToC
Page 1
FCOM Procedures
MD-11
2.10
PERFORMANCE DATA
2.10
TOC
INTENTIONALLY LEFT BLANK
ToC
Page 2
8 JAN 2007
MD-11
FCOM Procedures
1.
2.10
PERFORMANCE DATA
2.10.1
Performance
NORMAL & ABNORMAL CONFIGURATION REFERENCE SPEEDS (VREF)
LDG
WT
(1000
KG)
NORM
CONFIG
VREF
ABNORMAL CONFIG VREF
FLAP/
SLAT
FLAP/
SLAT
35/
50/
0/
10/
15/
20/
25/
28/
25/
28/
EXT
EXT
EXT
EXT
EXT
EXT
EXT
UP/
RET
15/
EXT
RET
RET
RET
130
140
150
131
131
134
129
129
132
137
142
147
136
138
143
130
135
140
129
133
138
127
132
137
127
131
136
169
175
181
158
165
171
153
159
165
152
158
164
160
170
180
138
142
147
135
139
143
152
157
161
148
152
156
145
149
154
143
147
151
141
146
150
140
145
149
187
193
198
176
181
187
171
176
181
170
175
180
190
200
210
151
155
159
146
150
153
166
170
174
161
165
169
158
162
166
156
160
164
154
158
162
153
157
161
204
210
215
192
197
202
186
191
195
185
189
194
220
230
240
162
165
169
156
160
163
178
182
186
173
177
181
170
170
177
167
171
174
166
169
173
165
169
173
220
225
229
207
212
216
200
205
209
199
204
208
250
260
270
173
176
179
166
169
172
190
194
198
185
188
192
181
185
188
178
182
185
177
180
183
176
179
182
234
239
243
221
225
229
214
218
*
*
*
*
280
290
183
186
175
178
201
205
195
199
191
195
189
192
187
190
186
189
248
252
234
238
*
*
*
*
(1,4)
(1)
(3)
(1)
(1)
(1)
(1)
(1)
(2)
(1)
(1)
(1)
NOTES:
(1) Vapp is the greater of Vref + 5 or Vref + wind additive (see note 5).
(2) Vapp is Vref + 5. DO NOT ADD WIND.
(3) Vapp is the greater of Vref + 15 or Vref + wind additive (see note 5).
(4) If HYD 2 & 3 failure, Vapp is the greater of Vref + 8 or Vref + wind additive (see
note 5).
(5) Wind additive is 1/2 of the steady state wind greater than 20 knots or full gust,
whichever is greater (max 20 knots).
* Exceeds flap placard.
8 JAN 2007
2.10.1
Page 1
FCOM Procedures
2.
S
S
S
S
S
S
S
S
S
S
*
MD-11
2.10
PERFORMANCE DATA
2.10.1
Performance
NO AUTO BRAKES CALCULATED LANDING DISTANCE
Flaps 35
Landing Weight: 180,000 kg.
Standard flight techniques as per Procedures & Techniques.
Reverse thrust on three engines.
Touchdown point at 600 m.
Braking action:
GOOD*-MEDIUM*-POOR: Full brakes after nose gear touchdown and maintained until full stop.
VAPP: VMIN + 5 kt.
Standard temperature.
Landing NOT allowed
Sea level.
Zero slope.
NO AUTO BRAKES
For determining Calculated Landing Distances only 50% of the maximum available retardation force of the
brakes has been taken into account. This is based on studies on the braking effectivity in airline operation.
REFERENCE CALCULATED LANDING DISTANCES (m)
GOOD
MEDIUM
POOR
10 kt
1980
2360
2740
5 kt
1910
2260
2630
1830
2170
2510
10 kt
20 kt
30 kt
1690
1550
1410
1990
1810
1630
2290
2070
1850
WEIGHT
Per 10,000 kg BELOW 180,000 kg
+70
-70
+100
-100
+120
-120
VAPP
Per 1 kt ABOVE VMIN + 5 kt
+20
+25
+30
CROSSWIND
Per 1 kt
+10
+10
+10
TEMPERATURE
Per 1°C BELOW Std
+6
-6
+8
-8
+9
-9
FIELD
ELEVATION
Per 1,000 ft ABOVE Sea Level
+65
+80
+90
SLOPE
Per 0.1%
+20
-15
+25
-15
+30
-20
REVERSE
THRUST
No or idle reverse eng 2
No or idle reverse eng 1 or eng 3
No reverse
+90
+225
+450
+170
+415
+950
+260
+640
+1650
FLAPS
Flaps 50
-100
-130
-160
Braking Action
Tailwind component
Zero wind
Headwind component
Corrections (m) for deviating conditions:
ABOVE
ABOVE
DOWN
UP
Slope
–oOo–
2.10.1
Page 2
17 SEP 2007